CEN09LA576

The pilot reported that he climbed to 2,500 feet mean sea level (msl)and flew enroute for about 1 hour 15 minutes. About 2 – 3 miles from the destination airport, the engine started losing power. The pilot decided to make a straight-in landing, but about 1/4 – 1/2 mile from the runway, the engine lost power completely. The pilot slipped the airplane to lose altitude. The airspeed was about 70 mph when he crossed over the threshold of the runway and there was a tailwind. The pilot attempted to touch down about mid-field, but the airplane bounced. The engine started briefly and then stopped again. The airplane landed hard and skidded to a stop. The post accident inspection of the engine revealed no preexisting anomalies. The temperature was about 23 degrees Celsius and the dew point was 16 degrees Celsius. The Transport Canada Carburetor Icing Chart indicated that the potential for moderate icing existed for cruise power, or serious icing for descent power. The pilot stated that he did not remember if he applied carburetor heat.

On September 6, 2009, at 1530 central daylight time, a Cessna 170A, N9129A, sustained substantial damage during a forced landing to runway 23 (2,200 feet by 50 feet, asphalt) at Grain Valley Airport (3GV), Grain Valley, Missouri. The pilot, the sole occupant, was not injured. The 14 Code of Federal Regulations Part 91 personal flight departed Blakesburg, Iowa, at 1405, and was about 2 -3 miles from 3GV when the airplane had a loss of engine power. Visual meteorological conditions prevailed at the time of the accident. No flight plan was filed. The pilot reported that he climbed to 2,500 feet mean sea level (msl) for the en route cruise, and the time en route was about 1 hour 15 minutes. Approximately 5 miles from 3GV, the pilot made a radio call on the Unicom frequency reporting that he would be making a left downwind pattern for runway 05 at 3GV. He reported that about 2 – 3 miles from the airport, the engine started losing power. He stated the engine “just started winding down!” He made a call on Unicom stating that he had engine problems, and that he would be making a straight-in landing to runway 23. About 1/4 – 1/2 mile from the runway, the engine lost complete power. Because the airplane was high, the pilot slipped the airplane to lose altitude. The airspeed was about 70 mph when he crossed over the end of the runway. He reported, “With the tailwind, I traveled down the runway covering the distance at an alarming rate. Somewhere about mid-field, I eased the wheel forward to stick it on, and it took a wheel hop.” The engine started again briefly, but it quit soon after. The airplane landed hard and it skidded to a stop. An airworthiness inspector from the Federal Aviation Administration examined the airplane. The fuel tanks were checked and they contained fuel. The fuel system was checked and no anomalies were noted. The carburetor was removed and disassembled and a slight amount of contamination was found. A compression check was performed and all cylinders had 70/80 psi or better. The magnetos were checked and each plug was getting spark. The pilot stated that he did not remember if he applied carburetor heat. The 1505 surface weather observation at the Charles B. Wheeler Downtown Airport (MKC), Kansas City, Missouri, located about 19 nautical miles west of 3GV, indicated the temperature was 23 degrees Celsius and the dew point was 16 degrees Celsius. The Transport Canada Carburetor Icing Chart indicated that the potential for moderate icing existed for cruise power, or serious icing for descent power.