# NTSB ERA09LA433: Boeing A75N1, N49778, Livermore Falls, ME, August 1, 2009 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 1, 2009, 08:45 local (12:45 UTC) - Place: Livermore Falls, ME - Coordinates: 44.409999, -70.14611 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=44.4100&lon=-70.1461&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report August 12, 2010 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 74422 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA09LA433 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/74422/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=74422 - Page: https://openairdocs.org/ntsb/ERA09LA433 ## Probable cause A loss of engine power for undetermined reasons. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Contributed to outcome - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause) ## Analysis The pilot reported that during the takeoff roll, the engine began to lose power. With insufficient runway remaining to stop, he elected to continue the takeoff. The engine continued to lose power and the airplane settled into the trees, resulting in structural damage to the wings. Postaccident inspection of the wreckage by a Federal Aviation Administration inspector revealed no evidence of preexisting mechanical anomalies. The engine ran satisfactorily after the accident; however a full-power run was not conducted due to propeller damage. The pilot reported that the grass in the run-up area was wet, with standing water, and that conditions were “ideal for the formation of carburetor ice.” While the Federal Aviation Administration's Carburetor Icing Chart revealed “Serious icing (glide power)” for the reported temperature and dew point conditions, the investigation could not conclusively determine that carburetor ice caused the loss of engine power. ## Factual narrative On August 1, 2009, about 0845 eastern daylight time, a Boeing A75N1, N49778, was substantially damaged following a loss of engine power and forced landing at Bowman Field Airport, Livermore Falls, Maine. The airplane was operated by a private individual. The certificated private pilot and one passenger were not injured. Visual meteorological conditions prevailed at the time, and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The flight was originating at the time of the accident. The pilot stated that he took off in the airplane after replacing the fuel filter, which was brand new. It was very warm and humid at the time, and you could see a fog layer about 4 feet off the ground. The grass runway was wet, and there was standing water in the run-up area. He stated that the conditions at the time were “ideal for the formation of carburetor ice.” The engine began to lose power late in the takeoff roll, but there was insufficient room to stop. He took off, the engine continued to lose power, and the airplane settled into the trees. Three of the four wings sustained substantial damage. Following the accident, two inspectors with the Federal Aviation Administration (FAA) visited the accident site and inspected the wreckage. They reported that a physical examination of the airplane and fuel system revealed no anomalies. The fuel strainer bowl was clean and there was no evidence of fuel contamination found. They reported that a complete fuel system cleaning occurred approximately 1.5 hours prior to the accident. After the wreckage was recovered to the pilot’s storage facility, a test run of the engine was attempted by the pilot. He reported that the engine started on the first attempt and ran without hesitation or loss of power. The pilot did not attempt a full-power run due to the impact damage to the propeller. According to FAA records, the pilot’s latest third class medical certificate was dated October 19, 2005. The pilot reported that he had accomplished a biennial flight review (BFR) about one year prior to the accident. He also reported that the airplane received an annual inspection in August, 2008. He was unable to provide documentation of a current BFR or annual aircraft inspection to the FAA inspectors. The 0853 weather observation for Augusta, Maine (AUG), located about 16 miles east of the accident site, included the following: sky clear, winds calm, visibility 10 statute miles, temperature 21 degrees Celsius, dew point 17 degrees Celsius, and altimeter setting of 30.02 inches of mercury. The Federal Aviation Administration Special Airworthiness Bulletin number CE-09-35, titled “Carburetor Icing Prevention,” includes a chart indicating conditions conducive to carburetor icing. For the approximate ambient temperature and dew point at the time of the accident, the flight was conducted in “Serious icing (glide power)” conditions. ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event) - [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - [Emergency descent: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120) ## Aircraft - Registration: [N49778](https://openairdocs.org/aircraft/N49778), registered now, S/N 75-3009 (OpenAirDocs) - Reported make and model: BOEING A75N1 - Registry model: [Boeing A75N1(PT17)](https://openairdocs.org/model/boeing-a75n1-pt17) (registry code 1380134) (OpenAirDocs) - Registry engine: [Lycoming R680](https://openairdocs.org/engine/lycoming-r680) (registry code 41540, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 75-3009 - Airframe hours: 3700 - Engines: Lycoming R-680 Series 220 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Smith Mark D - Registered owner: Smith Mark D - Departed: B10, Livermore Falls, ME - Destination: OWK, Norridgewock, ME - Airport: B10, Bowman Field Airport, runway 20, 2,201 × 120 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 54; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; seat: rear; flight hours: 1,300 total, 122 in this make and model, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 70 °F, dew point 63 °F - Altimeter: 30.02 inHg - Observed at: AUG, 16 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20090801048289A](https://openairdocs.org/incident/20090801048289A), Aug 1, 2009: Boeing A75N1(PT17), Livermore Falls, ME, Substantial damage. Airman was departing bowman field (B10) in Livermore Falls, ME. During latter stages of takeoff roll and climbout airman noted that engine was not producing… ## Docket (2 files) The files NTSB released with the investigation on May 7, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=74422. 1.6 MB in all. - Memo of Record - Mark Smith (item 1, .PDF, 92 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40326724&FileExtension=.PDF&FileName=Memo%20of%20Record%20-%20Mark%20Smith-Redacted.PDF - Excerpt from FAA SAB CE-09-35 (item 2, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40326808&FileExtension=.PDF&FileName=Excerpt%20from%20FAA%20SAB%20CE-09-35-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.