Piper PA-28-140 accident near Catherine Twp., Pennsylvania, March 24, 2007
On March 24, 2007 at about 3:15 pm local time, a Piper PA-28-140, registered N56124, was substantially damaged in an accident near Catherine Twp., Pennsylvania. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's improper use of carburetor heat. Contributing to the accident were the weather conditions conducive to the formation of carburetor ice.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 24, 2007 · about 3:15 pm local time
- Place
- Catherine Twp., Pennsylvania · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N56124 · no longer on the register · serial 28-7325577
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Between 30 minutes to 1 hour into the visual flight rules flight, the pilot reported that the engine began to "run rough." The pilot applied carburetor heat, but that only made the roughness worse, so after about one minute, he turned the carburetor heat back off. The pilot then decided to "take emergency action," and performed a forced landing to the top of a nearby mountain. The weather conditions reported about 17 nautical miles west of the accident site, which was also located between the accident site and the destination airport, were well below the minimums for VFR flight. Additionally, when asked about the weather in-flight the pilot stated that there was at least 1-mile visibility, and that he stayed clear of the clouds, as he was in "class G" airspace. Interpolation of a carburetor icing probability chart revealed that the atmospheric conditions were conducive to "moderate icing" at cruise power or "serious icing" at glide power. An FAA publication provided pilots with warning signs of, and solutions to carburetor icing. The publication warned that a loss of engine rpm in airplanes equipped with a fixed pitch propeller is one sign that carburetor ice may be present. In order to counteract carburetor icing, the pilot should apply full carburetor heat immediately. The publication noted that the engine "may run rough initially for a short time while ice melts."
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: 473 hours in all; 300 in this make and model
- Last flight review: April 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,467 hours
- Last inspection: annual inspection, March 1, 2007
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: SEG Sellingrove PA at 1:30 pm
- Destination: 9G8 Ebensburg PA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 160° at 7 knots
- Visibility: 3 statute miles
- Sky: overcast at 300 ft; not recorded
- Temperature: 46°F (8°C), dew point 45°F (7°C)
- Altimeter: 30.28 inHg
- Observation at 3:09 pm from AOO, 17 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.