Piper PA-28-140 accident near Saluda, Virginia, February 22, 2007
On February 22, 2007 at about 6:30 pm local time, a Piper PA-28-140, registered N32285, was substantially damaged in an accident near Saluda, Virginia (Hummel Field Airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper repair of the carburetor heat control linkage by person(s) unknown. Contributing to the accident was the pilot's improper decision to takeoff, with the engine developing partial power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 22, 2007 · about 6:30 pm local time
- Place
- Saluda, Virginia · Hummel Field Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N32285 · no longer on the register · serial 28-7525043
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the pretakeoff runup of the PA-28-140, the engine ran rough at first, but according to the pilot he was able to "burn it off." He then initiated a takeoff, though the engine was a "little sluggish," and it would only produce 2,200 rpm, which was "a little lower than normal." After takeoff the engine would not produce enough power to continue the climb. At approximately 500 feet above ground level, the pilot attempted to increase the power output of the engine by switching fuel tanks, turning the electric fuel pump on and then off, the carburetor heat on and then off, and jiggling the throttle, all without result. The airplane then began to "mush" and impacted water. The pilot was able to extricate himself despite incurring back injuries. After recovery of the airplane, it was discovered that an aluminum bracket on the throttle body that attached to the carburetor heat control cable had broken. The bracket displayed evidence of having been previously repaired by welding, and the break was discovered to be located at the weld. The carburetor heat plate was discovered to be approximately half open. The carburetor heat control in the cockpit was however, in the "OFF" position.
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
- Flight time: 318 hours in all; 60 in this make and model; 210 as pilot in command
- Last flight review: January 1, 2007
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,345.1 hours
- Last inspection: annual inspection, April 1, 2006; 6.1 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 0 hours total
The flight
- Departed from: W75 Saluda VA at 6:30 pm
- Destination: W75
- Flight plan: none
- Runway 19, 2,270 ft by 45 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 21 knots, gusting 27
- Visibility: 10 statute miles
- Sky: broken clouds at 7,500 ft
- Temperature: 64°F (18°C), dew point 37°F (3°C)
- Altimeter: 29.55 inHg
- Observation at 6:54 pm from PHF, 1 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.