Piper PA 22-150 accident near Lancaster, South Carolina, September 24, 1998
On September 24, 1998 at about 5:30 pm local time, a Piper PA 22-150, registered N8027D, was substantially damaged in an accident near Lancaster, South Carolina (Kirk 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 loss of engine power for undetermined reasons. Factor 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
- September 24, 1998 · about 5:30 pm local time
- Place
- Lancaster, South Carolina · Kirk · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 22-150 · all PA 22-150s on the register
- Registration
- N8027D · registry record · serial 22-553
- 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, during takeoff on runway 14, and at 200 feet above ground level, the 'engine went to idle as if the throttle had been pulled full out.' He stated that he pitched the airplane for a glide speed of 65 miles per hour. He switched from the right fuel tank to the left and applied carburetor heat. The pilot stated that the engine regained power and he climbed back to 200 feet. He turned back towards the runway and again power was lost. The pilot ditched the airplane into a lake. According to the FAA, examination of the airplane following its recovery from the lake found the left fuel tank damaged and empty, the fuel selector was on the left tank, the carburetor was cracked in half, and the right fuel tank was full of what appeared to be fuel and water. A review of weather data from the nearest reporting facility disclosed that conditions were favorable for the formation of carburetor ice. The out side air temperature was 70 degrees and the dew point was 64 degrees.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 12,800 hours in all; 6 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 6,700 as pilot in command; 2,000 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,470 hours
- Last inspection: annual inspection, August 12, 1998; 6 hours since
- Maximum gross weight: 2,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O320-B2A (piston); 0 hours total
The flight
- Departed from: T73 at 5:30 pm
- Destination: 29J Rockhill SC
- Flight plan: none
- Runway 14, 2,600 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 5:50 pm from T73, 2 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.