CHI01LA328

The airplane was damaged during a forced landing to a bean field following a loss of engine power during initial climb after takeoff. The pilot said in a written statement, "Normal preflight [and] engine run-up. Shortly after lift-off there was [a] noticeable drop in power approx 2300 RPM indicated, mixture checked and carb heat applied. Last RPM indication was 2000 RPM." The airplane and the carburetor were examined and no anomalies were found. A weather reporting station listed the temperature and dew point as 21 degrees Celsius an 14 degrees Celsius respectively. According to a carburetor icing probability chart the temperature and dew point correspond to the area of potential moderate carburetor icing at cruise power, or serious icing at descent power.

On September 23, 2001, about 1000 eastern standard time, a Cessna 150H, N6609S, piloted by a private pilot, sustained substantial damage during a forced landing to a bean field following a loss of engine power during initial climb after takeoff from runway 18 (3,600 feet by 30 feet, concrete), at the Boone County Airport, Lebanon, Indiana. The 14 CFR Part 91 personal flight was not on a flight plan and was operating in visual meteorological conditions. The pilot reported no injuries. The local flight was originating at the time of the accident.

The pilot said in a written statement, "Normal preflight [and] engine run-up. Shortly after lift-off there was [a] noticeable drop in power approx 2300 RPM indicated, mixture checked and carb heat applied. Last RPM indication was 2000 RPM."

A postaccident examination of the airplane by Federal Aviation Administration (FAA) personnel revealed no anomalies that could be associated with a pre-impact condition. The carburetor was removed and examined. The carburetor was connected to a test fixture to simulate fuel pressure to the fuel inlet port and no leaks were observed. The carburetor was subsequently disassembled and the float level checked. The float setting was correct. The float was removed to examine for wear on the tab that contacts the float needle. No abnormal wear was noted. No anomalies were detected with respect to the carburetor.

A weather reporting station located about 13 miles form the accident site listed the temperature and dew point as 21 degrees Celsius an 14 degrees Celsius respectively. According to a carburetor icing probability chart the temperature and dew point correspond to the area of potential moderate carburetor icing at cruise power, or serious icing at descent power.

FAA Advisory Circular, AC 20-113, states, "When the relative humidity is above 50 percent and the temperature is below 70 degrees F., apply carburetor heat briefly immediately before takeoff, particularly with float type carburetors, to remove any ice which may have been accumulated during taxi and runup. Generally, the use of carburetor heat for taxiing is not recommended because of possible ingestion of foreign matter on some installations which have the unfiltered air admitted with the control in the HOT or ALTERNATE AIR positions. "