N1927A

On June 22, 2022, at 1007 eastern daylight time, a Piper PA-18A, N1927A, was substantially damaged when it was involved in an accident near Charlestown, New Hampshire. The airline transport pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot departed Hartness State Airport (VSF), Springfield, Vermont, about 1000 and proceeded east towards the Connecticut River, near Charlestown, New Hampshire. The pilot reported he was flying low over the water, looking for a possible “future” floatplane landing site, then climbed “well before” high-tension power lines that crossed the river. However, after making the climb, he heard a loud bang followed by a reduction in engine power and accompanying vibrations. The pilot was unable to regain engine power or maintain altitude and attempted to land in an open field adjacent to the river, but the airplane struck the power lines, which were physically unmarked but depicted on the sectional aeronautical chart covering that area. The wires were about 30 to 40 ft above, and spanned the entire width of the river. The airplane subsequently impacted the water, where it came to rest in the middle of the river.

A witness located on a boat ramp 2 nm north of the accident site stated that he observed the airplane as it came from the north, passed over the bridge, and descended toward the river. He took out his mobile phone to record the airplane; the video recording was timestamped at 1003. The airplane flew south “very low” over the water, between 10 and 20 ft. The airplane was “making some aggressive turns” and following the contour of the river until it disappeared out of view near a bend in the river. An additional witness who was near the accident site stated he noticed it was flying very low, “lower than most aircraft fly, and I knew there were power lines down here, and I knew he was low enough to hit them."

Charlestown, New Hampshire dispatch reported that the 911 call for the accident was received at 1008, about 5 minutes after the time stamp recorded on the witness video.

The airplane was not equipped with amphibious floats and was configured with a tailwheel at the time of the accident. The weather conditions at the time of the accident was conducive for the formation of serious carburetor ice at glide power based on Federal Aviation Administration Special Airworthiness Information Bulletin CE-09-35, “Carburetor Icing Prevention,” using the weather report for VSF, which was located about 7.5 nm northwest of the accident site.

The airframe, both wings, and empennage were substantially damaged. Subsequent examination of the engine and associated components revealed continuity of the powertrain. The crankshaft was rotated via the propeller and provided adequate compression on each of the cylinders. The spark plugs showed no signs of any discrepancy. The magnetos were examined by a mechanic and produced spark. However, the mechanic noted that the block finger electrodes and rotor electrodes were worn. Damage and water submersion prevented fuel system examination. There were no obvious discrepancies noted that would prevent the engine from producing power.