Peyton, CO, USA
N9318W
Piper PA-28-235
On the downwind leg of the traffic pattern, the pilot leaned the mixture to 50 degrees rich of peak, positioned the propeller lever full forward, and set the throttle to 1,200 RPM on the engine tachometer. After turning base, the pilot reduced the throttle in preparation of extending the flaps. The pilot then increased the throttle to maintain altitude; however, the engine power did not increase as the throttle was applied. The pilot rechecked the fuel pump, which was on, and applied carburetor heat, "which produced a constant and noticable further loss of power." The pilot checked the cockpit gauges and noticed all were in the green and verified the propeller was in the full forward position. The manifold pressure was approximately 12 inches and the engine tachometer was indicating 2,000 RPM. The pilot then immediately turned the airplane toward the runway; however, he could not make it to the runway. Subsequently, the pilot attempted a forced landing onto a nearby road. During the forced landing, the airplane landed in a ditch approximately 20 feet from the road. The airplane's right wing struck a fence post, and the airplane came to rest upright. At a salvage facility, the engine was examined and test run. The engine was test run twice at various power settings. No anomalies were noted during the examination and test runs. A review of a carburetor icing probability chart placed the reported temperature and dew point in the "icing at glide and cruise power" area of the chart.
On December 21, 2005, approximately 1140 mountain standard time, a Piper PA-28-235, single-engine airplane, N9318W, sustained substantial damage when it impacted terrain during a forced landing following a partial loss of engine power while on downwind to runway 33 at Meadow Lake Airport (00V), Peyton, Colorado. The private pilot, who was the sole occupant, was not injured. The airplane was registered to Pikes Peak Fliers, Inc., Castle Rock, Colorado, and operated by the pilot. Visual meteorological conditions prevailed, and a flight plan was not filed for the Title 14 Code of Federal Regulations Part 91 personal flight. The flight originally departed Meadow Lake Airport approximately 1045. According to the pilot, he departed 00V, flew to City of Colorado Springs Municipal Airport (COS), Colorado Springs, Colorado, and performed several touch and go landings. He then departed COS, flew back to 00V, and performed a touch and go landing. After the touch and go landing, the pilot reentered the pattern to land. On the downwind leg, the pilot leaned the mixture to 50 degrees rich of peak, positioned the propeller lever full forward, and set the throttle at 1,200 RPM. After turning base, the pilot reduced throttle in preparation of extending the flaps. The pilot then increased throttle to maintain altitude; however, the engine power did not increase as throttle was applied. The pilot rechecked the fuel pump, which was on, and applied carburetor heat, "which produced a constant and noticable further loss of power." The pilot checked the cockpit gauges and noticed all were in the green and verified the propeller was in the full forward position. The manifold pressure was approximately 12 inches and the engine tachometer was indicating 2,000 RPM. The pilot then immediately turned the airplane toward the runway; however, he could not make it to the runway. Subsequently, the pilot attempted a forced landing onto a nearby road. During the forced landing, the airplane landed in a ditch approximately 20 feet from the road. The airplane's right wing struck a fence post, and the airplane came to rest upright. The pilot reported the right wing was bent, the right main landing gear was separated, and the nose gear was collapsed. The pilot reported he had accumulated 106 total flight hours and 6 hours in the accident airplane make and model. At 1154, the COS automated surface observing system (ASOS), located 10 nautical miles southwest from 00V, reported the wind from 180 degrees at 12 knots, 10 statute miles visibility, few clouds at 12,000 feet, temperature 52 degrees Fahrenheit, dew point 25 degrees Fahrenheit, and an altimeter setting of 30.27 inches of Mercury. A review of a carburetor icing probability chart placed the reported temperature and dew point in the "icing at glide and cruise power" area of the chart. On January 6, 2005, at the facilities of Beegles Aircraft Services, Greeley, Colorado, under the supervision of the NTSB investigator-in-charge, the engine was examined and functionally tested. The engine was test run for approximately 2 minutes at 1,800 RPM. Two magneto checks were performed during the test run. No anomalies were noted during the first test run. The engine was then test run again for 5 minutes at various throttle settings. For approximately 15 seconds, the engine was run at 25 inches of manifold pressure and 2,500 RPM. No anomalies were noted during the second test run.
the pilot's delay in applying carburetor heat that resulted in the partial loss of engine power due to carburetor ice. A contributing factor was the lack of suitable terrain for the forced landing.
Source: NTSB Aviation Accident Database
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