Pzl KOLIBER -150A accident near Pickens, South Carolina, July 8, 1995
On July 8, 1995 at about 11:30 pm local time, a Pzl KOLIBER -150A, registered N150AE, was destroyed in an accident near Pickens, South Carolina. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the inadequate design and operation of the induction airbox. A factor in the accident was the carburetor icing weather conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 8, 1995 · about 11:30 pm local time
- Place
- Pickens, South Carolina · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Pzl KOLIBER -150A KOLIBER -1
- Registration
- N150AE · no longer on the register · serial 04940070
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he was flying over mountainous terrain in cruise flight when the engine began to lose power. He followed emergency procedures and switched on the boost pump. The engine regained full power momentarily, but then experienced a gradual loss of power. The airplane was brought to minimum controllable airspeed (MCA), and settled in the tree tops. There was a post crash fire following the collision. According to the pilot, emergency procedures were followed, and the carburetor temperature gauge appeared normal from a glance. The weather conditions were favorable for the formation of carburetor ice, and the pilot reported that he did not use the carburetor heat. Conversations with other operators of the same type aircraft and the engine manufacturer revealed that there is a problem with the aircraft induction airbox. The airbox problem causes the engine to run rough. Leaning of the engine exacerbates the condition, and introduction of carburetor heat increases engine RPM rather than decreasing RPM.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,100 hours in all; 26 in this make and model; 64 in the last 90 days; 25 in the last 30 days; 871 as pilot in command; 748 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 108 hours
- Last inspection: 100-hour inspection, July 5, 1995; 7 hours since
- Maximum gross weight: 1,874 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: CDN Camden SC at 9:15 pm
- Destination: CDN SC
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 350° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 13,000 ft
- Temperature: 79°F (26°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
- Observation at 11:50 pm from GSP, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.