Piper PA-18 accident near St. Petersburg, Florida, April 26, 1998
On April 26, 1998 at about 4:15 pm local time, a Piper PA-18, registered N225NY, was substantially damaged in an accident near St. Petersburg, Florida (Albert Whitted airport). It was a flight of an unrecorded kind 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 intentional operation of the airplane by the pilot and the company/operator with the known deficiencies in equipment (worn carburetor). Also, the poor preflight planning by the pilot for his failure to recognize that the carburetor heat control was inadvertently activated on takeoff and his inadvertent stall of the airplane while turning to reverse direction. Contributing to the accident was the separation of the carburetor heat control cable.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 26, 1998 · about 4:15 pm local time
- Place
- St. Petersburg, Florida · Albert Whitted · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18 · all PA-18s on the register
- Registration
- N225NY · no longer on the register · serial 18-2266
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Before takeoff, the pilot performed an engine run-up and noted after removing carburetor heat, that the handle was 'loose.' During the initial climb, the engine experienced a partial loss of power and black smoke was noted coming from the exhaust. While maneuvering to return, the airplane stalled and crashed into water. Examination of the engine revealed no mechanical failure or malfunction. The carburetor heat control cable was found to be separated from the carburetor heat control arm assembly. Disassembly of the carburetor revealed evidence of previous fuel leakage from the carburetor bowl vent which would introduce extra fuel into the air induction system. Also, the adjustment tab of the metal float and the head of the float needle valve were determined to be worn. The carburetor was installed on the engine on June 3, 1996, and had accumulated 1,246 hours since installation at the time of the accident. The accepted procedure after removing carburetor heat is to note that the engine rpm's increase either to the setting before the heat was applied, or to a greater rpm is carburetor ice was present. The worn condition of the carburetor was known for the past 7 years, according to the pilot.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,700 hours in all; 1,300 in this make and model; 31 in the last 90 days; 26 in the last 30 days; 1,570 as pilot in command; 200 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 13,977 hours
- Last inspection: 100-hour inspection, March 29, 1998; 67 hours since
- Maximum gross weight: 1,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-320-A3B (piston); 0 hours total
- Operator: Advertising Air Force
The flight
- Departed from: SPG at 4:12 pm
- Flight plan: none
- Runway 18, 2,865 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 6,000 ft
- Temperature: 81°F (27°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 4:17 pm from SPG
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.
Other NTSB records under N225NY 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.