Piper PA-25-235 accident near Jasper, Missouri, September 6, 2012
On September 6, 2012 at about 10:00 pm local time, a Piper PA-25-235, registered N7655Z, was substantially damaged in an accident during maneuvering near Jasper, Missouri. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 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 total loss of engine power due to separation of a carburetor air box support bracket and subsequent airflow obstruction to the carburetor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 6, 2012 · about 10:00 pm local time
- Place
- Jasper, Missouri · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-25-235 · all PA-25-235s on the register
- Registration
- N7655Z · no longer on the register · serial 25-3796
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
During an aerial application flight, the engine started to lose power. The pilot elected to perform a precautionary landing to a field. During the precautionary landing, he observed a fence and berm ahead and added power to go over the fence; however, the engine lost all power. During the forced landing, the airplane hit the fence. The postaccident engine examination revealed that a support bracket in the carburetor air box separated and entered the carburetor. The separated piece blocked the venturi and obstructed the airflow within the engine, resulting in the subsequent loss of engine power. An examination of the remaining engine and airframe systems revealed no anomalies.
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
What happened, in order
- Loss of engine power (partial) during maneuvering defining event
- Loss of engine power (total) during landing
- Ground collision during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel control/carburetor › Failure
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 6,180 hours in all; 4,783 in this make and model; 155 in the last 90 days; 100 in the last 30 days; 5,999 as pilot in command
- Last flight review: March 3, 2011
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 9,260 hours
- Last inspection: annual inspection, September 3, 2012
- Maximum gross weight: 3,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Departed from: Lamar MO at 9:30 pm
- Destination: KLLU Lamar MO
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
- Altimeter: 29.88 inHg
- Observation at 9:55 pm from KPTS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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 N7655Z 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.