Accident Overview
On August 25, 2015, about 0847 central daylight time, a Piper PA-22-160, registration N2805Z, collided with terrain during a forced landing shortly after takeoff from Tyler Municipal Airport (63Y) near Tyler, Minnesota. The student pilot sustained minor injuries, while two passengers sustained serious injuries. The airplane sustained substantial damage. The airplane was registered to the pilot and operated under 14 CFR Part 91 without a flight plan. Day meteorological conditions prevailed for the local flight that was originating at the time of the accident.
Pilot and Flight Details
The pilot reported the purpose of the flight was to take family members on a pleasure flight. He completed a preflight inspection and topped off the fuel tanks before starting the engine about 0837. After taxiing to runway 32 (2,600 ft by 160 ft, grass), he noted the grass runway was wet with dew. He completed a functional check of both magnetos and carburetor heat during the pretakeoff engine runup. The pilot selected wing flaps to 20° (half-flaps) and used about three-quarters of the runway length to achieve liftoff. Shortly after liftoff, he observed engine speed decrease from takeoff power to 1,900 rpm and the airplane began to descend. He reduced airplane pitch to increase airspeed, but the airplane descended into a cornfield about 50 ft past the runway end.
Postaccident Examination
A Federal Aviation Administration (FAA) airworthiness inspector and a representative from the engine manufacturer examined the airplane and engine. Flight control cable continuity was established from cockpit controls to each flight control surface. Fuel samples from each wing tank, fuel lines, fuel strainer, and carburetor bowl were consistent with 100 low-lead aviation fuel and contained no water or debris. The carburetor air box was partially deformed by impact but otherwise intact. The Lycoming O-320-B2A engine (serial number L-1872-39) remained attached to the airframe with accessory components intact. Internal engine and valve train continuity were confirmed as the crankshaft was rotated, with compression and suction noted on all cylinders. Both magnetos provided spark on all posts, with timing about 25° before top dead center. Spark plugs exhibited normal operation. A borescope inspection of each cylinder found no anomalies. The oil pickup screen was clear. Carburetor disassembly revealed no water, corrosion, or debris in the bowl; composite floats and needle valve were normal; fuel inlet screen had no debris. The postaccident examination did not reveal any anomalies that would have precluded normal engine operation.
Meteorological Conditions
Day visual meteorological conditions prevailed at the accident site. The nearest weather reporting station, Southwest Minnesota Regional Airport (MML) in Marshall, Minnesota, about 17 nautical miles northeast, reported at 0855 (about 8 minutes after the accident): wind 320° at 8 knots, 10 miles surface visibility, clear sky, temperature 13°C, dew point 8°C, and altimeter setting 30.21 inches of mercury.
Carburetor Icing Susceptibility
According to a carburetor icing probability chart in FAA Special Airworthiness Information Bulletin CE-09-35, titled “Carburetor Icing Prevention,” the recorded temperature and dew point fell within the range of susceptibility for serious carburetor icing at all engine power levels. In fixed-pitch propeller aircraft, ice formation in the carburetor restricts induction airflow, reducing power and causing a drop in engine rpm.
Pilot Certificate Status
FAA airman records indicated the pilot did not hold a valid student certificate at the time of the accident. His most recent student certificate was issued on February 15, 2005, and expired on February 28, 2010. According to 14 CFR Part 61.89(a), a student pilot is prohibited from acting as pilot-in-command of an aircraft carrying passengers.