Piper PA-22-108 accident near Pensacola, Florida, September 16, 1996
On September 16, 1996 at about 11:45 am local time, a Piper PA-22-108, registered N984WB, was substantially damaged in an accident near Pensacola, Florida (Ferguson airport). 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
loss of engine power during the initial climb due to contamination in the carburetor. Trees in the emergency landing area were a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 16, 1996 · about 11:45 am local time
- Place
- Pensacola, Florida · Ferguson · 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
- N984WB · registry record · serial 22-8398
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he performed a preflight of the airplane, which included checking each fuel tank twice and the fuel strainer three times for contaminants. He stated he only observed a few drops of water during the first sample from the fuel strainer. He also stated that he performed an engine run-up before takeoff with no discrepancies noted. He applied full power to takeoff. The flight climbed to about 150 to 200 feet above ground level. When the flight was about 3/4 down the runway, the engine experienced a total loss of power. The pilot then initiated a descent for a forced landing, and the airplane collided with trees about 1/2 mile south of the runway. Postcrash examination of the engine revealed water and debris contamination in the carburetor. The carburetor was bench tested, which revealed the fuel flow in pounds per hour to be less than the engine manufacturers limits. Review of the engine logbook revealed no entry to indicate that the carburetor had been overhauled since it was manufactured in February 1961. The FAA-PMA produced a service bulletin (non-mandatory) which stated that the carburetor must be overhauled when the engine is overhauled or 10 years, which ever is first.
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, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,686 hours in all; 2 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,814 hours
- Last inspection: annual inspection, March 1, 1996; 2 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: 82J at 11:42 am
- Destination: ASN Talladega AL
- Flight plan: VFR
- Runway 18, 3,200 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 5 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 20,000 ft; scat at 4,000 ft
- Temperature: 81°F (27°C), dew point 79°F (26°C)
- Altimeter: 29.00 inHg
- Observation at 11:47 am from PNS, 10 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.