ANC13LA008

The pilot reported that the accident flight was a test flight after a recent annual inspection during which two engine cylinders were replaced. After he completed a preflight inspection, which included preheating the airplane, the pilot started the engine and allowed it to run for 45 minutes on the ground. After the ground run was complete, he inspected the engine for oil leaks before departure, and none were found. After takeoff, the pilot said he climbed the airplane to 900 feet above the ground, and as he leveled off, all engine power was lost. In an attempt to restart the engine, he applied carburetor heat and switched fuel tanks, but he was unable to restore engine power, and he selected an area of rough and uneven terrain as a forced landing site. During touchdown, the airplane sustained substantial damage to the empennage and fuselage. A postaccident examination revealed no evidence of preimpact mechanical anomalies that would have precluded normal operation. During a subsequent engine run, the engine started and ran normally. According to a Federal Aviation Administration carburetor icing chart, given the temperature and dew point at the time of the accident, carburetor ice was likely at glide and cruise power settings. It is likely that, as the pilot leveled off and reduced engine power, carburetor icing formed, causing the engine to lose power.

On November 4, 2012, about 1230 Alaska standard time, a Bellanca 7ECA airplane, N31281, sustained substantial damage during an off-airport forced landing just after takeoff from the Kenai Municipal Airport, Kenai, Alaska. The airplane was being operated by the pilot as a visual flight rules (VFR) postmaintenance check flight, under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91, when the accident occurred. The solo pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local area flight. During a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on November 4, the pilot reported that the purpose of the flight was to do a check flight after a recently completed annual inspection. He also said that two engine cylinders had been replaced during the inspection, and he intended to fly the airplane in the local area, to "run in" the new cylinders, and return the airplane to service. In the pilot’s written statement to the NTSB, dated November 6, he said that before departure he completed a thorough preflight inspection and pre-heated the airplane. He noted that the engine started easily and ran smoothly. Following a 45 minute run-up, the engine was shut down and inspected for oil leaks. He restarted the engine, intending to do a 1 hour check flight. After takeoff, the pilot said he climbed the airplane tp the northeast, and then leveled off at 900 feet, which was followed by a loss of all engine power. In an attempt to restart the engine, he applied carburetor heat and switched fuel tanks, but he was unable restore engine power, and he selected an area of rough and uneven, tundra-covered terrain as a forced landing site. During touchdown the airplane sustained substantial damage to the empennage and fuselage. Due to the location of the airplane the NTSB did not examine the airplane. After the airplane was recovered, a postaccident engine examination was accomplished, and no preaccident mechanical anomalies were found. The engine was subsequently started and operated with no mechanical problems noted. The pilot noted that the loss of engine power was likely due to carburetor ice following the long ground run before takeoff. According to an FAA carburetor icing chart, given the temperature and dew point at the time of the accident, carburetor ice is likely at glide and cruise power settings.