Piper PA-24-180 accident near Boscobel, Wisconsin, July 20, 1999
On July 20, 1999 at about 10:10 pm local time, a Piper PA-24-180, registered N6316P, was substantially damaged in an accident near Boscobel, Wisconsin (Boscobel 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 pilot's improper approach to landing. Factors included the carburetor icing, the delayed use of carburetor heat, the unsuitable terrain for landing, and the ditch.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 20, 1999 · about 10:10 pm local time
- Place
- Boscobel, Wisconsin · Boscobel · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-180 · all PA-24-180s on the register
- Registration
- N6316P · registry record · serial 24-1426
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he had pulled the power back to 20 inches of manifold pressure for approximately two minutes to slow down so he could lower the landing gear. He pulled the carburetor heat on when he was abeam the runway numbers. The engine coughed and lost power, and he made an immediate turn to the runway. He checked that the fuel pump was on and he tried to pump the throttle, but it had no effect. He landed on the grass on the left side of the runway when he determined the airplane was going to land short of the runway. During the landing rollout, the airplane impacted the far side of a drainage ditch. The temperature and dew point spread of 80/70 degrees Fahrenheit put the airplane in the 'moderate icing-glide power' range according to the Aviation Safety Bureau Transport Canada guide for favorable icing conditions. When the airplane was inspected, the engine started and was run. No anomalies were noted.
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: multi-engine land; single-engine land
- Flight time: 395 hours in all; 100 in this make and model; 5 in the last 90 days; 1 in the last 30 days; 316 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,592 hours
- Last inspection: annual inspection, July 1, 1998; 126 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: C35 Reedsburg WI at 9:50 pm
- Destination: 47C WI
- Flight plan: none
- Runway 18, 3,700 ft by 58 ft
Weather at the time
- Light: daylight
- Wind: at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,200 ft; not recorded
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 9:53 pm from OVS
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.