Piper PA-28-160 accident near Cameron, West Virginia, March 11, 2005
On March 11, 2005 at about 7:00 pm local time, a Piper PA-28-160, registered N5946W, was substantially damaged in an accident near Cameron, West Virginia. 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
A loss of engine power due to carburetor icing, which resulted in a forced landing. A factor in this accident was the carburetor icing conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 11, 2005 · about 7:00 pm local time
- Place
- Cameron, West Virginia · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-160 · all PA-28-160s on the register
- Registration
- N5946W · no longer on the register · serial 28-3612
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported he had been flying for about 1.5 hours, and was at an altitude of about 1,300 feet, when he encountered snow flurries. He then experienced an engine vibration and drop in RPM, which continued to worsen despite the application of carburetor heat. The pilot elected to perform a 180-degree turn toward an airport that was located about 10 miles from his position. The airplane was not able to maintain altitude, and the pilot performed a forced landing to a field. Examination of the airplane did not reveal any pre-impact mechanical malfunctions; however, it was noted that the spark plugs were very sooted. The weather reported at an airport that was located about 29 miles north of the accident site, included a visibility of 2.5 miles with light snow and mist, scattered clouds at 800 feet, a broken ceiling at 2,200 feet, and a temperature and dew point of 31 and 28 degrees Fahrenheit; respectively. Review of a carburetor icing probability chart, placed the reported temperature and dew point in the "moderate icing at cruise power or serious icing at glide power range. "
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: single-engine land; instrument: airplane
- Flight time: 830 hours in all; 670 in this make and model; 58 in the last 90 days; 1 in the last 30 days; 794 as pilot in command
- Last flight review: July 1, 2003
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,702 hours
- Last inspection: annual inspection, November 1, 2004
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D2A (piston); 0 hours total
The flight
- Departed from: AXV Wapakoneta OH at 5:30 pm
- Destination: 2G4 Oakland MD
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 290° at 12 knots
- Visibility: 2.5 statute miles
- Sky: broken clouds at 1,500 ft; scat at 800 ft
- Temperature: 30°F (-1°C), dew point 28°F (-2°C)
- Altimeter: 29.43 inHg
- Observation at 2:05 pm from HLG, 29 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.