CEN16LA078

The private pilot reported that the engine cylinders had been replaced before the accident flight and that the purpose of the flight was to continue a cylinder break-in period. The engine run-up and propeller check were completed during the taxi to the runway to keep the ground run-up to a minimum. After engine start, no anomalies were noted. The pilot stated that the break-in procedures called for lower cylinder head temperatures and less than full power at the beginning of takeoff. After the airplane took off and reached about 100 ft above ground level (agl), the pilot slowly reduced rpm and the manifold pressure to about 65 percent power. At 200 ft agl, the engine lost partial power. The engine briefly regained some power, but it then lost power again. The pilot executed a forced landing in mesquite tree-covered terrain. A postaccident examination and functional test of the engine revealed no anomalies that would have precluded normal operation. The pilot stated that he believed the engine lost power due to carburetor ice, and the weather conditions at the time of the accident were conducive to serious carburetor icing at cruise power. It is likely that the engine lost power due to carburetor icing.

On January 3, 2016, at 1445 central standard time, a Cessna 170B single-engine airplane, N3035A, impacted terrain following a loss of engine power during takeoff from the McCampbell-Porter Airport (TFP), Ingleside, Texas. The two private pilots were not injured, and the airplane sustained substantial damage to the fuselage and left wing. The airplane was registered to and operated by a private individual as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed. The local flight was originating at the time of the accident. According to the pilot, the engine cylinders were replaced prior to the accident flight, and the purpose of the flight was to continue the cylinder break-in period after the cylinder replacement. The pilot stated that the break-in procedures called for lower cylinder head temperatures, as practical, and less than full power at the beginning of takeoff. The engine run-up and propeller check were completed during the taxi to the runway in order to keep the ground run-up to a minimum. The engine break-in procedures state the following, "Start engine, run up normally, taxi and takeoff immediately. (Minimize ground time.)" After engine start, no anomalies were noted. During takeoff, engine power was set to 2,500 RPM. About 100 feet above ground level, the pilot slowly reduced RPM and reduced manifold pressure to about 65 percent power. Approximately 200 feet above ground level after takeoff during a shallow climb and right turn, the engine lost partial power. The engine briefly regained some power, then lost power again. The pilot executed a forced landing in mesquite tree covered terrain. During the forced landing, the airplane impacted terrain and mesquite trees. The pilot stated he believed the engine lost power due to carburetor ice. At 1535, the TFP automated weather observing system (AWOS), reported the wind from 310 degrees at 5 knots, visibility 10 miles, sky overcast at 4,800 feet, temperature 9 degrees Celsius, dew point 5 degrees Celsius, and altimeter setting of 30.24 inches of mercury. After the airplane was recovered from the accident site, the engine was functionally tested at various power settings for about 5 minutes, and a magneto check was performed. No anomalies were noted during the engine functional test. The Federal Aviation Administration (FAA) carburetor icing probability chart showed a probability of serious icing at cruise power at the temperature and dew point reported at the time of the accident.