Piper PA-22 accident near New Bern, North Carolina, August 5, 1998
On August 5, 1998 at about 9:50 pm local time, a Piper PA-22, registered N1266C, was substantially damaged in an accident near New Bern, North Carolina (Craven County Regional 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 failure of the inner cable of the carburetor heat cable assembly that prevented the application of carburetor heat. Factors were conditions favorable for the formation of carburetor ice.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 5, 1998 · about 9:50 pm local time
- Place
- New Bern, North Carolina · Craven County Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22 · all PA-22s on the register
- Registration
- N1266C · no longer on the register · serial 22-1061
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Less than one hour into the flight, the engine developed a rough condition, and the pilot decided to apply carburetor heat. When he pulled the carburetor heat lever to apply heat, the inner cable pulled completely out, and he could not apply carburetor heat. Since the engine power condition continued to deteriorate, the pilot elected to return home. Unable to maintain altitude, and still less than a mile from the shore, the pilot was forced to ditched the airplane about 1500 feet from the shoreline. Examination of the carburetor heat cable assembly disclosed that the inner movable cable was worn to a point. The cable failed about eighteen inches from the attach point on the carburetor. The pilot reported that the failed section of the worn inner cable was positioned at a bend in the cable assembly. A review of weather data revealed that conditions were favorable for the formation of carburetor ice.
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; single-engine sea; instrument: airplane
- Flight time: 6,200 hours in all; 400 in this make and model; 90 in the last 90 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,950 hours
- Last inspection: annual inspection, February 28, 1998; 65 hours since
- Maximum gross weight: 950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-290-D-2 (piston); 0 hours total
The flight
- Departed from: EWN at 9:00 pm
- Flight plan: none
- Runway 31, 4,200 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 11 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 5,000 ft; not recorded
- Temperature: 84°F (29°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 9:54 pm from EWN, 1 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.
Other NTSB records under N1266C the same tail number, which may have belonged to a different aircraft at the time
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.