According to the pilot, before departing Ann Arbor Municipal Airport (KARB) in Michigan, the Piper PA-28-181 contained about 34 gallons of fuel.
The pilot planned a short cross-country flight to two different airports with a return to KARB.
Due to concerns with weather conditions in the area, he contacted air traffic control and requested to execute the option at Bishop International Airport (KFNT) in Flint, Michigan, and then return to KARB.
While on a one-mile final approach to KFNT, about 500 feet above ground level, the engine lost total power.
An attempt to restart the engine was unsuccessful.
Unable to make the runway, he executed a forced landing on a railroad track. During the forced landing, the airplane sustained substantial damage to both wings and the engine mount.
The pilot told investigators that he did not use carburetor heat during the approach.
Post-accident examination revealed that both magnetos produced spark on all spark plugs. Thumb compression and suction were noted on all cylinders when the propeller was manually rotated. The carburetor, venturi, and throttle valve were intact, and no anomalies were noted. The oil filter was clear of contaminants.
A review of the local area meteorological data showed that at the time of the accident the airplane was operating in conditions that were conducive to serious icing at any power setting. FAA Special Airworthiness Information Bulletin (CE-09-35) – Carburetor Icing Prevention, stated that: “…pilots should be aware that carburetor icing doesn’t just occur in freezing conditions, it can occur at temperatures well above freezing temperatures when there is visible moisture or high humidity. Icing can occur in the carburetor at temperatures above freezing because vaporization of fuel, combined with the expansion of air as it flows through the carburetor, (Venturi Effect) causes sudden cooling, sometimes by a significant amount within a fraction of a second. Carburetor ice can be detected by a drop in rpm in fixed pitch propeller airplanes and a drop in manifold pressure in constant speed propeller airplanes. In both types, usually there will be a roughness in engine operation.”
Probable Cause: The pilot’s failure to apply carburetor heat during the landing approach, which resulted in a loss of engine power from carburetor ice.
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This April 2023 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.
I have always applied carb heat on entering downwind and throttling back or on long descents at reduced power settings. Concerns about not being able to perform a safe go around seem a bit exaggerated. Occasionally, I’ve left carb heat on through a touch and go with 172s and 150s – they both lift off fine and achieve a positive rate with the full climb rate coming back in seconds when you realize the error. I’m not in the habit of using carb heat during taxi to the run up but maybe I should reconsider that? On the coast in central California, we are in the yellow band for icing much of the year. In spite of the O-200 being a notorious ice maker, we’ve never experienced definite carb ice in our 150 – just lucky!
The perfect example of why you need to study the entire POH/AFM for your airplane.
While it is true that the “Descent” checklist in the 1995 PA-28-181 Archer III POH only directs Carb Heat “ON if required” ….the conditions that are conducive to carburetor icing, and the when to use carb heat, are addressed extensively in other sections of the POH, including a whole page on it in Section 3 “Emergency Procedures”.
In the “amplified” Normal Procedures section under “Approach and Landing”, Piper also regurgitates the same boiler plate text in this POH for the 180 HP O-360 PA-28-181, that it has used in every POH since the 1968 PA-28-140 Cherokee B w/O-320:
“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 is likely to cause detonation.”
This pilot had no excuse.
I love the name of this article. It implies, “I forgot to apply carb heat, and my plane bent in half,” as if every time You forget to use carb heat the same result will occur. More practically “Failure to use can heat rail results in forced landing”
I have never used carb heat in my Cherokee 140?? However, I’ve never flown it out of Oklahoma.. I guess I’ve been lucky???
I don’t fly anymore due to a pacemaker required after a COVID jab!! Heart has no problems except for the electrical signals! It’s has been perfect ever since and I’ve never had it kick in??
Of note in piper Cherokee the carburetor is located under the engine and stays warm.
Yes , most Lycoming and Continental engines with a carb, have them bolted to the bottom of the crankcase, but the fuel vaporization can still cause carb ice with temps and humidity in the icing range.
The only time I didn’t worry about carb ice was landing at Casa Grande, south of Phoenix, on a 107 degF summer day.!!!
Poor headline
By the way…FAR 91.3 applies…the PIC…is responsible..read the regulation.. 91.3
…and also they have been building and flying Cherokees ..for some 75 years…..so this guy wants ????
Maybe..just maybe on should be a subject matter expert on the aircraft one is flying that day under those conditions…….not a trained monkey
I think one of the most misleading statements in the Piper POH says to use carburetor heat “as needed”, instead of including it as required in the pre-landing checklist. Without a carb temperature gauge, most pilots won’t know if it’s needed. Applying carb heat prophylactically is a whole lot better than hoping there’s enough residual heat to get the engine going after it has lost power.
I have commented previously on using carb heat.
My Cessna 175 has the Marvel S. carb and is fitted with the optional carb temp analog gauge.
Here in Northern California, this time of year, the morning temps are in the 40’s and humidity is in the 80% range. On cold start, the temp gauge quickly goes into the ‘yellow’ icing zone, so I use carb heat during my taxi to the runup area. The 4-5 minute taxi usually has the carb warm enough to shut off the carb heat.
Once the oil warms, the carb temp stays warm, unless I climb to where the temp is 15 degF or less, where the gauge again goes into the ‘yellow’ icing zone.
I can use partial carb heat to get the temp ok.