Piper PA-28-180 accident near Abernathy, Texas, July 31, 1997
On July 31, 1997 at about 2:25 pm local time, a Piper PA-28-180, registered N32185, was substantially damaged in an accident near Abernathy, Texas. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to use carburetor heat during serious carburetor icing conditions, and the flight instructor's inadequate supervision. Factors were the icing conditions and the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 31, 1997 · about 2:25 pm local time
- Place
- Abernathy, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N32185 · no longer on the register · serial 28-7505034
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff, at an altitude of about 300 feet agl, the flight instructor closed the throttle to idle, simulating a loss of engine power. The private pilot 'applied full power at an altitude of approximately 200 feet agl, and recovery was successful.' The instructor again closed the throttle to idle when the aircraft was approximately 500 feet agl, and the pilot attempted full power recovery at an altitude of about 200 feet agl. 'However, this time the engine did not develop power.' The pilot initiated a force landing to a dirt road; however, the aircraft 'lost too much altitude.' During the landing, the airplane's right wing struck 'an iron pipe' used for irrigation that was located in the cotton field next to the road. The aircraft came to rest upright in the cotton field. Carburetor heat was not used during the simulated loss of engine power maneuvers. The temperature was 70 degrees Fahrenheit with a dew point of 66 at the time of the accident. According to the carburetor icing probability chart this places the airplane in the serious icing range at glide power.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 16,363 hours in all; 176 in the last 90 days; 132 in the last 30 days; 15,834 as pilot in command; 5,558 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,266 hours
- Last inspection: annual inspection, October 11, 1996; 52 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
The flight
- Departed from: LBB Lubbock TX at 1:23 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 100° at 7 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.