What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
Weather on the day of the accident was marked by relatively high humidity and high dewpoint conditions, making conditions conducive for carburetor icing. The pilot made eight flights to 10,500' MSL for skydiving. From the surface to the jump altitude, the aircraft progressed from moderate carburetor icing conditions to serious icing condtions. At the time of the last jump, the humidity and the dewpoint increased, increasing the carburetor icing potential even more than the previous flights. After jumpers were away the the pilot reduced power for descent and landing; increasing the potential for carburetor icing. On final approach, the pilot reduced power again to slow for approach speed without carburetor heat; against the owner's manual checklist. When the pilot attempted to increase power the power would only increase marginally. When the pilot selected carburetor heat, the engine stopped running; an indicator of carburetor icing. The pilot turned the aircraft left 50 degrees from the runway heading to land in a field and struck a wire fence. The fence pulled the aircraft to the ground where the nose gear and propeller struck the ground and the aircraft flipped over onto its back. The impact broke the nose gear off, deformed and tore the firewall, buckled the fuselage, and crushed the top of vertical stabilizer. Post accident inspection found the throttle, propeller, mixture, and carburetor heat full in (off). An airworthiness inspection found no mechanical problems with the aircraft, the engine, and no fuel starvation. There were no injuries.
As the FAA filed it
WEATHER ON THE DAY OF THE ACCIDENT WAS MARKED BY RELATIVELY HIGH HUMIDITY AND HIGH DEWPOINT CONDITIONS, MAKING CONDITIONS CONDUCIVE FOR CARBURETOR ICING. THE PILOT MADE EIGHT FLIGHTS TO 10,500' MSL FOR SKYDIVING. FROM THE SURFACE TO THE JUMP ALTITUDE, THE AIRCRAFT PROGRESSED FROM MODERATE CARBURETOR ICING CONDITIONS TO SERIOUS ICING CONDTIONS. AT THE TIME OF THE LAST JUMP, THE HUMIDITY AND THE DEWPOINT INCREASED, INCREASING THE CARBURETOR ICING POTENTIAL EVEN MORE THAN THE PREVIOUS FLIGHTS. AFTER JUMPERS WERE AWAY THE THE PILOT REDUCED POWER FOR DESCENT AND LANDING; INCREASING THE POTENTIAL FOR CARBURETOR ICING. ON FINAL APPROACH, THE PILOT REDUCED POWER AGAIN TO SLOW FOR APPROACH SPEED WITHOUT CARBURETOR HEAT; AGAINST THE OWNER'S MANUAL CHECKLIST. WHEN THE PILOT ATTEMPTED TO INCREASE POWER THE POWER WOULD ONLY INCREASE MARGINALLY. WHEN THE PILOT SELECTED CARBURETOR HEAT, THE ENGINE STOPPED RUNNING; AN INDICATOR OF CARBURETOR ICING. THE PILOT TURNED THE AIRCRAFT LEFT 50 DEGREES FROM THE RUNWAY HEADING TO LAND IN A FIELD AND STRUCK A WIRE FENCE. THE FENCE PULLED THE AIRCRAFT TO THE GROUND WHERE THE NOSE GEAR AND PROPELLER STRUCK THE GROUND AND THE AIRCRAFT FLIPPED OVER ONTO ITS BACK. THE IMPACT BROKE THE NOSE GEAR OFF, DEFORMED AND TORE THE FIREWALL, BUCKLED THE FUSELAGE, AND CRUSHED THE TOP OF VERTICAL STABILIZER. POST ACCIDENT INSPECTION FOUND THE THROTTLE, PROPELLER, MIXTURE, AND CARBURETOR HEAT FULL IN (OFF). AN AIRWORTHINESS INSPECTION FOUND NO MECHANICAL PROBLEMS WITH THE AIRCRAFT, THE ENGINE, AND NO FUEL STARVATION. THERE WERE NO INJURIES.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.
Other reports on N6061B · 1
Matched to the same aircraft by N-number and date.