Piper PA-28-235 accident near Clinton, Mississippi, February 22, 1998
On February 22, 1998 at about 8:19 pm local time, a Piper PA-28-235, registered N9166W, was destroyed in an accident near Clinton, Mississippi. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's lack of recent instrument flight experience that led to spatial disorientation and loss of airplane control; and his improper use of carburetor heat that resulted in a loss of engine power and subsequent collision with the ground during an emergency descent. Factors were low ceilings, rain, and weather conditions conducive to carburetor icing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 22, 1998 · about 8:19 pm local time
- Place
- Clinton, Mississippi · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28-235 · all PA-28-235s on the register
- Registration
- N9166W · no longer on the register · serial 28-10845
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Following a takeoff in low ceilings, rain, & carburetor icing conditions, the pilot failed to maintain the assigned heading, or climb to the assigned altitude. Radar data depicted the airplane executing a meandering flight path, and his radio communications with air traffic were sporadic and ineffectual. Even though the pilot reported reaching his assigned altitude of 4,000 feet, radar data indicated the highest altitude was 2,300 feet. A pilot who departed to search for the reported accident stated he encountered carburetor icing just after takeoff. The carburetor heat valve for the accident airplane was found locked in an intermediate position in the wreckage, & there was evidence of low engine power at impact. Disassembly of the carburetor airbox revealed scrape marks on the interior of the box indicating the carburetor heat valve had been forced toward the warm position by impact forces. The spark plugs exhibited light sooting. The pilot's fight records recorded one three hour instrument flight after he had obtained his instrument rating about seven years prior to the accident.
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: 552 hours in all; 100 in this make and model; 17 in the last 90 days; 1 in the last 30 days; 332 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,079 hours
- Last inspection: annual inspection, May 7, 1997; 84 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-B4B5 (piston); 0 hours total
The flight
- Departed from: HKS Jackson MS at 8:08 pm
- Destination: 3R5 San Antonio TX
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 340° at 11 knots
- Visibility: 10 statute miles
- Sky: overcast at 800 ft; not recorded
- Temperature: 48°F (9°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 8:10 pm from JAN, 15 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.