On Feb. 8, 2019, a Piper PA-28-161 was substantially damaged when it hit a utility pole and trees during a forced landing near Vero Beach, Florida. The private pilot was uninjured.
Visual meteorological conditions prevailed at the time of the accident and no flight plan was filed for the local flight, which originated from the Vero Beach Regional Airport (KVRB).
According to the pilot, he was flying in the airport traffic pattern to practice touch-and-go landings. On his third approach, the air traffic controller directed him to extend the downwind leg of the traffic pattern. On final approach, the engine power output decreased, and the pilot noted a “sinking” feeling.
He did not perform any checklists, but advised air traffic control that he would be making an emergency landing. He advanced the throttle lever, and the engine momentarily produced more power before losing total power about 500-600 feet above ground level (agl) while the propeller continued to windmill.
The pilot noted he was not using Carburetor Heat at the time and that there was no time to perform remedial actions, such as switching fuel tanks, applying carburetor heat, or using the emergency checklist, but that he did retract the fully-extended flaps.
When he determined that he would not reach the runway, he executed a forced landing on a nearby gravel road. During the landing, the airplane hit a utility pole, trees, and shrubs, coming to rest in the grass after rotating 180°.
In a post-accident interview, when asked when he typically applied carburetor heat, the pilot responded that it was appropriate to apply carburetor heat when practicing a simulated engine out procedure. When asked if there were other instances when it might be appropriate to use carburetor heat, he reiterated that it was only appropriate for simulated engine out procedures.
The reported weather at KVRB included overcast clouds at 5,500 feet agl, 10 miles visibility, and wind from 050° at 9 knots. The temperature was 23°C, the dew point was 17°C, and the altimeter setting was 30.20 inches of mercury. The calculated relative humidity at this temperature and dewpoint was 71%.
According to a Carburetor Icing-Probability Chart, the atmospheric conditions at the time of the accident were “conducive to moderate icing at cruise power and serious icing at descent power.”
FAA Advisory Circular 20-113 explains, “To prevent accidents due to induction system icing, the pilot should regularly use [carburetor] heat under conditions known to be conducive to atmospheric icing and be alert at all times for indications of icing in the fuel system.”
According to FAA records, the pilot held a private pilot certificate with a rating for airplane single-engine land. A review of the his logbook revealed 128 total hours of flight experience, all in the Piper.
Probable Cause: The pilot’s failure to use carburetor heat while operating the airplane in weather conditions and at engine power settings conducive to the formation of carburetor ice, which resulted in a loss of engine power due to carburetor icing and the subsequent forced landing.
This February 2019 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Old cliches about any and everything. Never used carb heat in my C-172/0-320, PA28-161, or M20C…but then I was in Colorado and N.M.
Perhaps comprehension and awareness are better than “by the numbers” rote education.
Another old wives tale exposed: “Use carb heat in the Cherokee only for emergencies”.
I heard this line from instructors back in the ’70s, too bad this relatively new private pilot had apparently been taught the same today. It would be interesting to discover who this pilot’s instructor was and where the instructor picked that little tidbit up. Chances are this misinformation has quite a history.
Yes, I was told that too. It was supposedly because the Lycoming engines have the induction systems running through the oil sump, thus carb icing will not happen. Could not be further from the truth. On another scenario, I did my first wheel landing in a Champ. Carb heat was weak at best. Outside of the carb iced up, couldn’t get it to idle less than 1200 rpm. Kept tension on throttle, as I descended and touched down the ice melted and the engine came to idle on rollout. Got the carb heat fixed after that!
Yes – in my Piper checkouts in the 70’s, carburetor heat was generally not used for landing as it was in the Cessna’s. In a PiperCadet PA-28-161 POH issued Sept 1988 I have bookmarked, carburetor heat is not on the Approach and Landing checklist. In the amplified section for Approach and Landing, there is this guideline: “Carburetor heat should not be applied unless there is an indication of carburetor icing, since the use of carburetor heat causes a reduction in power which may be critical in case of a go-around. Full throttle operation with carburetor heat on can cause detonation”. However, I remember an advisory from the FAA quite a few years ago which encouraged more frequent use of carburetor heat in Pipers. I use it for all landings.
‘Carburetor Heat – ON’ is included in the following Emergency checklists: Engine Power Loss during Takeoff, Engine Power Loss in Flight, Engine Roughness, and Carburetor Icing. For normal inflight checklists, ‘Carburetor Heat – ON if required’ is included in the Normal Descent and Power Off Descent checklists (but not the Approach and Landing checklist as mentioned above).