The pilot reported that prior to descending during the cross-country flight, he activated the Piper PA-22’s carburetor heat.
As he initiated the descent, the engine began “coughing” and was “progressively failing,” until a total loss of engine power occurred.
He switched fuel tanks, he adjusted the mixture, and he activated the carburetor heat to no avail.
During the forced landing to a remote grass field near Dalhart, Texas, that was covered with snow, the airplane came to rest inverted, and the pilot was able to get out of the airplane without further incident.
The pilot reported to first responders that the carburetor had “iced up.”
The airplane sustained substantial damage to the fuselage and both wings.
When the temperature and the dewpoint near the time of the accident were plotted on a carburetor icing probability graph, it was revealed that the airplane was likely operating in meteorological conditions conducive to the formation of carburetor icing (for both glide and cruise power settings).
The Piper Aircraft PA-22-150 Tri-Pacer Owner’s Handbook discusses the use of carburetor heat during cruise operations and states, “unless icing conditions in the carburetor are severe, do not cruise with the carburetor heat on” and “apply full carburetor heat only for a few seconds at intervals determined by icing severity.”
Probable Cause: The total loss of engine power due to carburetor icing and the pilot’s failure to utilize carburetor heat in meteorological conditions conducive to the formation of carburetor icing.
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This January 2024 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.
With an engine that has a carburetor the first thing to do if you think you’re having engine problems is put on the Carb heat! This pilot did it last and because of that the amount of heat in the system was very little. You need to put carb heat on when you have cruise power on, so you are getting plenty of heat. Once you pull the power back everything starts cooling off. Every plane with a carburetor should have a carb temp gage. Every plane had them till the 1960’s. Why they stopped? To cheap to install!
Instructors need to do a better job teaching the use of the carb heat.