Piper PA-22-108 accident near Manorhaven, New York, January 14, 1993
On January 14, 1993 at about 10:20 pm local time, a Piper PA-22-108, registered CFAXE, was substantially damaged in an accident near Manorhaven, New York. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PARTIAL POWER LOSS DUE TO INDUCTION SYSTEM ICING AND THE PILOTS FAILURE TO APPLY CARBURETOR HEAT DURING WEATHER CONDUCIVE TO INDUCTION SYSTEM ICING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 14, 1993 · about 10:20 pm local time
- Place
- Manorhaven, New York · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22-108 · all PA-22-108s on the register
- Registration
- CFAXE · no longer on the register · serial 22-8753
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING CRUISE, AT AN ALTITUDE OF ABOUT 700 FEET AGL, THE AIRPLANE'S ENGINE STARTED TO SPUTTER AND LOSE POWER. THE PILOT STATED THAT HE SWITCHED TANKS FROM THE LEFT FUEL TANK TO THE RIGHT FUEL TANK, AND ABOUT 15 MINUTES LATER THE AIRPLANE CONTINUED TO LOSE POWER. HE STATED HE TRIED TO SWITCH FUEL TANKS AGAIN, BUT THE ENGINE DID NOT RESPOND AND HE COULD NOT MAINTAIN THE AIRPLANE'S ALTITUDE AND WAS FORCED TO DITCH. HE STATED THAT THE ENGINE NEVER LOST TOTAL POWER. AT THE TIME OF THE ACCIDENT, IT WAS LIGHTLY SNOWING. THE OUTSIDE AIR TEMPERATURE WAS 32 DEGREES F AND THE DEW POINT WAS 29 DEGREES F. EXAMINATION OF THE AIRPLANE DID NOT REVEAL ANY MECHANICAL MALFUNCTIONS. THE FUEL TANK SELECTOR WAS FOUND SELECTED TO THE LEFT FUEL TANK. THE LEFT FUEL TANK WAS EMPTY AND THE RIGHT FUEL TANK HAD AN UNDETERMINED AMOUNT OF FUEL IN IT. THE CARBURETOR HEAT CONTROL WAS FOUND IN THE 'COLD' POSITION. AT THE TIME OF THE ACCIDENT, ACCORDING TO THE ICING PROBABILITY CURVES, CONDITIONS FAVORABLE TO THE FORMATION OF INDUCTION SYSTEM ICING EXISTED. THE PILOT STATED IN THE RECOMMENDATIONS SECTION OF THE PILOT REPORT, '...PULL THE CARB HEAT...CARB ICE SHOULD BE GIVEN MORE EMPHASIS IN TRAINING....'
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
- Flight time: 397 hours in all; 320 in this make and model; 4 in the last 90 days; 4 in the last 30 days; 340 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,420 hours
- Last inspection: 100-hour inspection, January 2, 2000; 1 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-C1B (piston); 0 hours total
The flight
- Departed from: RKD Rockland ME at 6:00 pm
- Destination: LDJ Linden NJ
- Flight plan: none
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 050° at 8 knots
- Visibility: 9 statute miles
- Sky: overcast at 1,500 ft; not recorded at 1,500 ft
- Temperature: 32°F (0°C), dew point 28°F (-2°C)
- Altimeter: 30.00 inHg
- Observation at 10:50 pm from LGA, 6 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.