ANC25LA026

The pilot reported that, during cruise flight about 1,500 ft mean sea level, the engine lost total power. The pilot initiated a forced landing to an abandoned access road. During the landing, the airplane collided with trees, which resulted in substantial damage to the left wing. The weather conditions near the accident location about the time of the accident were conducive to carburetor ice at glide or cruise power. The pilot had been flying in the area and had completed her flight review earlier in the day with no carburetor icing issues. Although she had been using carburetor heat throughout the day, she could not remember if the carburetor heat was in the On or Off position when the engine lost power. The carburetor heat control was found in the Off position after the accident. The pilot does not remember if the carburetor heat was in the on or off position. Postaccident examination of the engine revealed no evidence of any mechanical malfunction or failure that would have precluded normal operation. Based on the results of the engine examination and the postaccident position of the carburetor heat control, the loss of engine power was likely due to carburetor icing that had accrued due to an inadequate application of carburetor heat.

On March 20, 2025, about 1400 Alaska daylight time, an Aeronca 7CCM airplane, N2527B, was substantially damaged when it was involved in an accident near Kenai, Alaska. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that, during cruise flight at about 1,500 ft mean sea level, the engine lost total power. The pilot initiated a forced landing to an abandoned access road. During the landing the airplane collided with trees, which resulted in substantial damage to the left wing. Postaccident examination of the engine found fuel that was blue in color, consistent with aviation fuel. No water appeared to be present. Both magnetos and all of the sparkplugs were secure. There was no apparent damage to any wiring. The engine contained oil that was black in color and of thick viscosity. The engine primer was used twice and the engine started immediately and ran smoothly. The engine oil pressure operated in the green range on the instrument panel. The engine produced full power and operated on both the left and right magnetos individually with no hesitation. An engine run up check was performed and no abnormality was observed. Review of accident site photographs taken by FAA inspectors showed what appeared to be the carburetor heat control in the Off position. After recovery of the wreckage the carburetor heat control was found to be full forward in the Off position. There was no evidence of any mechanical malfunction or anomaly that would have precluded normal operation of the engine, fuel system, or propellers. The pilot had been flying in the area and had completed her flight review with no carburetor icing issues. She reported that she had been using carburetor heat throughout the day but she could not remember if the carburetor heat was in the On or Off position when the engine lost power. The reported temperature from a location about 2 miles from the accident site was 42.8°F, with a dew point of 24.8°F. A review of FAA Special Airworthiness Information Bulletin CE-09-35, Carburetor Icing and Prevention, shows the weather conditions were conducive to carburetor ice at glide or cruise power.