Piper PA-22-108 accident near Inverness, Florida, September 16, 2004
On September 16, 2004 at about 10:48 pm local time, a Piper PA-22-108, registered N4647Z, was substantially damaged in an accident near Inverness, Florida (Inverness airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper installation of the carburetor which resulted in a loss of engine power and subsequent collision with trees during an emergency landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 16, 2004 · about 10:48 pm local time
- Place
- Inverness, Florida · Inverness · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22-108 · all PA-22-108s on the register
- Registration
- N4647Z · registry record · serial 22-8169
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During climbout about 300 feet above the ground, the airplane's engine lost power down to 2000 rpm. The student pilot reported it audibly "lost a cylinder." He stated the EGT showed very hot on the No. 3 cylinder. He stated he verified the mixture was at full rich, and he reduced throttle a little, but the EGT did not improve. He stated he returned to full throttle and almost immediately the "engine stopped hard" within two seconds, and the airframe shook heavily. He glided the airplane toward a road, and the airplane collided with trees and the ground. Examination of the engine revealed compression developed on all four cylinders when the crankshaft was rotated at the propeller flange. Valve train continuity was observed, and both magnetos produced spark on all towers. The air intake box displayed crush damage. The lower engine cowling was removed, and the carburetor was found separated from the intake manifold. The manifold mount studs displayed chafing, one manifold mount stud was bent. One mounting nut and two flat washers were found in the cowling, and the other mounting nuts were not located.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: student
- Flight time: 81 hours in all; 65 in this make and model; 23 in the last 90 days; 3 in the last 30 days; 38 as pilot in command
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,376.3 hours
- Last inspection: annual inspection, March 24, 2004; 46.4 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-C1B (piston); 0 hours total
The flight
- Departed from: KX40 Inverness FL at 10:46 pm
- Flight plan: none
- Runway 19, 3,762 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 70°F (21°C)
- Altimeter: 29.88 inHg
- Observation at 10:35 pm from KOCF, 22 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.