CHI01LA260

The engine lost power while maneuvering during a local flight. The pilot was able to restart the engine, but the engine operated intermittently. The pilot executed a forced landing to a soybean field and during the landing rollout the airplane nosed-over. The pilot reported that the airplane had 20 gallons of 100 low-lead aviation fuel at the beginning of the accident flight. No fuel was found during a post-accident inspection of the airplane. However, prior to the inspection the airplane had been up-righted, repositioned from the accident site, and the carburetor fuel supply line was broken. No anomalies were found with the engine that could be associated with any pre-impact condition. According to a carburetor icing probability chart, generated by Transport Canada, the probability of carburetor icing at cruise power was characterized as "moderate" and at descent power as "serious".

On August 4, 2001, at 1015 eastern standard time, an amateur-built Hauck Moffra P-13, N6408W, piloted by a commercial pilot, sustained substantial damage when it nosed-over during landing roll following a forced landing near Linden, Indiana. Visual meteorological conditions prevailed at the time of the accident. The flight was operating under the provisions of 14 CFR Part 91 without a flight plan. The pilot and his single passenger did not report any injuries. The local flight departed a private airstrip near Linden, Indiana, at 1000.

According to the pilot's written statement, while maneuvering at 1,400 feet msl, approximately 1 mile south of the departure airstrip, the engine ceased to operate. The pilot reported that he was able to restart the engine but the engine operation was intermittent. The pilot stated that he began a left turn and executed a forced landing to a soybean field. The pilot reported that he landed, "... into the wind with our tail low, wings level & minimum airspeed." The pilot stated that the airplane slid approximately 50 feet then nosed-over.

On August 10, 2001, inspectors with the Federal Aviation Administration (FAA) performed a post-accident inspection of the airplane and its engine. Prior to the FAA inspection, the airplane had been transported from the accident site to the departure airport. At the time of the inspection the airplane was supported in an upright position. There was no fuel found in the fuel tank, located in the upper wing of the bi-plane. The carburetor fuel supply line was broken. The engine was a Jacobs R755-9, serial number 11273. The engine was manufactured on January 14, 1942, and at the time of the accident had accumulated 204.9 hours since the last overhaul. Crankshaft continuity was established by rotating the engine by means of the propeller. There was compression on all cylinders when the engine was rotated. All magneto leads provided spark when the engine was rotated. The carburetor mixture control linkage was broken. The carburetor was damaged and an operational/conformity check was not possible. No fuel was found in the carburetor bowl. No anomalies were found with the engine, or its related systems, that could be associated with any pre-impact condition.

The pilot reported that the airplane had 20 gallons of 100 low-lead aviation fuel at the beginning of the accident flight.

A weather observation station, located at the Purdue University Airport (LAF), about 13 nautical miles (nm) from the accident site on a 357 degree magnetic heading, recorded the weather approximately 20 minutes prior to the accident as:

Observation Time: 0954 est

Wind: 310 degrees magnetic at 3 knots

Visibility: 10 statute miles

Sky Condition: Sky Clear

Temperature: 26 degrees centigrade

Dew Point: 20 degrees centigrade

Pressure: 30.06 inches of mercury

According to a carburetor icing probability chart, generated by Transport Canada, the probability of carburetor icing at cruise power was characterized as "moderate" and at descent power as "serious".