Piper PA-32-260 accident near Bryson City, North Carolina, November 14, 2005
On November 14, 2005 at about 2:45 am local time, a Piper PA-32-260, registered N1186X, was substantially damaged in an accident near Bryson City, North Carolina (Gatlinburg-Pigeon Forge airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to carburetor icing, and the pilot's failure to use carburetor heat.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 14, 2005 · about 2:45 am local time
- Place
- Bryson City, North Carolina · Gatlinburg-Pigeon Forge · map
- Type
- Accident · collision on the ground
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-260 · all PA-32-260s on the register
- Registration
- N1186X · no longer on the register · serial 32-7500041
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, approximately 30 minutes into the instrument flight after reaching a cruise altitude of 7,000 feet in the clouds the engine surged, and began to lose power. The pilot switched fuel tanks, and turned on the electric fuel pump. No fuel pressure was noted on the fuel gauge, and the engine did not regain full power. The pilot reported that he did not apply carburetor heat during the loss of engine power. The pilot radioed air traffic control, and declared an emergency. During the emergency landing the airplane collided with trees. Post-accident examination of the airplane revealed the fuselage was buckled; both wing assemblies were separated from the fuselage. Post-accident examination of the airplane revealed no mechanical or flight control anomalies. Review of Advisory Circular 20-113 item 7.A-8 states: "If induction system ice is suspected of causing a power loss, apply full heat or alternate air. Do not disturb the throttle until improvement is noted. Expect a further power loss momentarily and then a rise in power as the ice is melted."
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 240 hours in all; 35 in this make and model; 25 in the last 90 days
- Last flight review: June 1, 2005
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,766 hours
- Last inspection: annual inspection, May 1, 2005; 40 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Departed from: GKT Sevierville TN at 2:15 am
- Destination: Sevierville TN
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 240° at 9 knots
- Visibility: 10 statute miles
- Sky: overcast at 8,500 ft
- Temperature: 64°F (18°C), dew point 57°F (14°C)
- Altimeter: 30.25 inHg
- Observation at 2:53 am from TYS, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.