Accident Overview
On December 27, 2016, at approximately 1830 central standard time, a Piper PA22-108 airplane, registration N5499Z, struck a power line and subsequently impacted terrain near Piedmont, Missouri. The private rated pilot was uninjured, and the airplane experienced substantial damage. The flight was conducted under 14 Code of Federal Regulations Part 91 as a personal operation, with visual meteorological conditions prevailing.
Pilot Account
The pilot reported that he had performed several touch-and-go landings at another airfield before returning to Piedmont Municipal Airport (KPYN) for additional touch-and-go maneuvers. While approaching the runway for the third landing, he added throttle to adjust his glide path, but the engine did not respond. The engine continued running but lacked sufficient power to maintain altitude. The airplane descended, and its landing gear caught a power line. The aircraft then impacted terrain and came to rest inverted approximately half a mile short of the runway.
Post-Accident Examination
A Federal Aviation Administration (FAA) inspector noted substantial damage to the fuselage and wings. Fuel was present at the site. Examination of the airplane confirmed control continuity to the flight and engine controls. When rotated by hand, each cylinder exhibited engine continuity and compression. The propeller blade tips were bent forward, with gouges and chordwise scoring on the leading edges. No pre-impact anomalies were detected during the airframe or engine examination.
Weather Conditions
The automated weather observation at Poplar Bluff Municipal Airport (KPOF), located 29 miles southeast of the accident site, recorded at 1753: wind from 170 degrees at 3 knots, visibility 10 miles, clear sky, temperature 40°F, dew point 34°F, and barometric pressure 30.25 inches of mercury.
Carburetor Icing Information
The carburetor icing probability chart from FAA Special Airworthiness Information Bulletin No. CE-09-35, "Carburetor Icing Prevention," indicated that the airplane was operating in conditions associated with a serious risk of carburetor ice formation at cruise power settings. The pilot stated that he did not use carburetor heat on the approach, adding that the pilot's operating handbook (POH) calls for carburetor heat only at reduced power settings when carburetor icing conditions are present.