# NTSB ERA12LA318: Temco GC-1B, N106S, Dayton, TN, April 29, 2012 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: April 29, 2012, 16:30 local (20:30 UTC) - Place: Dayton, TN - Coordinates: 35.48611, -84.930831 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.4861&lon=-84.9308&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering-low-alt flying: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report October 15, 2012 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 83555 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA12LA318 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/83555/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=83555 - Page: https://openairdocs.org/ntsb/ERA12LA318 ## Probable cause A partial loss of engine power during low-altitude maneuvers for reasons that could not be determined because the engine examination did not reveal any mechanical malfunctions or failures that would have precluded normal operation; however the carburetor was not recovered. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Temco GC-1B, 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=9230108), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering-low-alt flying: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Temco GC-1B, 1 case](https://openairdocs.org/ntsb-events/342/sequence.md?model=9230108), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Temco GC-1B, 2 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=9230108), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Emergency descent: Ditching](https://openairdocs.org/ntsb-events/441); cases with it: [Temco GC-1B, 2 cases](https://openairdocs.org/ntsb-events/441/sequence.md?model=9230108), [All aircraft, 186 cases](https://openairdocs.org/ntsb-events/441/sequence.md) ## Analysis The pilot had recently finished repairing the airplane after an accident 1 year earlier, and the day of the accident was the first time the airplane had been flown since completion of the repairs. The pilot fueled the airplane, completed several local flights uneventfully, including about 8 takeoffs and landings during about 2 hours of flight, and refueled the airplane. The pilot stated that he had been maneuvering at low altitudes in the local area for about 15 minutes, and the airplane was climbing through 500 feet above ground level over a river when the engine developed a slight roughness and lost power, decreasing from 2,300 rpm to 800 rpm. The pilot performed emergency procedures, including the application of carburetor heat, but the engine did not regain power. The pilot subsequently made a forced landing in the river. The wreckage was recovered after 3 days underwater. Examination did not reveal any mechanical malfunctions or failures that would have precluded normal operation. The pilot believed that flying at low altitude and pulling “2 or 3 g's” might have affected the carburetor; however, the carburetor had separated and was not recovered. ## Factual narrative On April 29, 2012, about 1630 eastern daylight time, a Temco GC-1B, N106S, operated by a private pilot, was substantially damaged while ditching in a river, following a partial loss of engine power during climb near Dayton, Tennessee. The certificated private pilot incurred minor injuries. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight that departed Mark Anton Airport (2A0), Dayton, Tennessee, about 1615. The two-seat, low-wing, retractable-gear tailwheel airplane, serial number 2221, was manufactured in 1946. It was powered by a Continental C-145, 145-horsepower engine, equipped with a McCauley two-bladed fixed pitch propeller. According to the aircraft logbooks, it's most recent annual inspection was completed on June 3, 2011. At that time, the airplane had accumulated 1800.3 total hours of operation and the engine had accumulated 14.0 hours of operation since major overhaul. The airplane had been operated for approximately 7 hours from the time of that inspection, until the accident. The pilot reported that the airplane had been involved in another accident about 1 year prior to the most recent accident, and he purchased the wreckage from the previous owner. He finished repairing the airplane and registered it in his name about 2 weeks prior to the most recent accident. The day of the accident was the first time the airplane had been flown since completion of the repairs. The pilot fueled the airplane to its maximum capacity of 27 gallons and performed several ground runs. During the ground runs, he noticed a rough running engine, consistent with a "rough mag," which he corrected with a lean mixture. He did not experience any other anomalies and completed several local flights uneventfully, which included about eight takeoffs and landings during approximately 2 total hours of operation. Prior to the accident flight, the pilot "topped off" the fuel tanks again with 10 gallons of aviation gasoline. After flying approximately 15 minutes around the local area, the airplane was climbing through 500 feet above ground level over a river, when the engine developed a slight roughness and lost power. Specifically, the engine power decreased from 2,300 rpm to 800 rpm. The pilot activated the fuel boost pump and applied carburetor heat; however, the engine did not regain power. He also verified the throttle, mixture, and magnetos were in the correct setting. Due to the low altitude at the time of the power loss, the pilot subsequently performed a forced landing and ditched into the river. The wreckage was recovered from the river 3 days later. Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed that the impact had partially separated the left wing at the root, and completely separated the carburetor, which was not recovered. The inspector noted that water had intruded intothe fuel tanks and the engine. The inspector did not observe any other damage to the engine. The pilot subsequently examined the engine and did not observe any mechanical malfunctions. He was able to rotate the crankshaft by hand, and establish continuity to the rear accessory section of the engine. He was unable to produce spark with the magnetos, but they had been submerged in water for 3 days. The pilot further stated that while flying low-level and pulling 2 or 3 g's, he may have somehow affected the carburetor; however, the carburetor was never recovered for examination. The recorded weather at an airport located approximately 25 miles south of the accident site, about the time of the accident, included scattered clouds at 6,000 feet, visibility 10 miles, temperature 84 degrees F, and dew point 61 degrees F. Review of an FAA Carburetor Icing Chart, for the given temperature and dew point, revealed that the airplane was subject to serious icing at glide power. ## Aircraft - Registration: [N106S](https://openairdocs.org/deregistered/N106S-2018-01-02), registration cancelled 2018-01-02, S/N 2221, built 1946 (OpenAirDocs) - Reported make and model: TEMCO GC-1B - Registry model: [Temco GC-1B](https://openairdocs.org/model/temco-gc-1b) (registry code 9230108) (OpenAirDocs) - Registry engine: [Continental C125 series](https://openairdocs.org/engine/continental-c125-series) (registry code 17011, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 2221 - Airframe hours: 1800 - Engines: CONT MOTOR C-145 145 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Andreas Montgomery - Registered owner: Andreas Montgomery - Airworthiness certificate: Standard, Utility - Last inspection: Annual, June 3, 2011, 6 hours before - Departed: 2A0, Dayton, TN - Destination: 2A0, Dayton, TN ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 22; injuries: minor; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review April 24, 2012; seat: left; flight hours: 557 total, 5 in this make and model, 518 as pilot in command, 40 in the last 90 days, 9 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 110° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: 25,000 ft broken - Temperature: 84 °F, dew point 61 °F - Altimeter: 30.06 inHg - Observed at: CHA, 25 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 20120429006849A](https://openairdocs.org/incident/20120429006849A), Apr 29, 2012: Temco GC-1B, Dayton, TN, Substantial damage. Pilot departed 2A0 on a personal flight. During the flight, the engine started to run rough. Pilot turned on the boost pump, pulled carb heat, checked the… ## Other investigations on N106S (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB ERA11CA375](https://openairdocs.org/ntsb/ERA11CA375), Jul 2, 2011: Temco GC-1B (N106S), Sparta, TN, substantial damage. Probable cause: The improper installation of the right rudder control cable by maintenance personnel, which resulted in the pilot's inability to maintain directional control during takeoff. ## Docket (11 files) The files NTSB released with the investigation on August 10, 2012, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=83555. 3.2 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40374986&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Interview Summaries (item 2, .PDF, 81 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40374987&FileExtension=.PDF&FileName=Interview%20Summaries-Master.PDF - Excerpt From Maintenance Records (item 3, .PDF, 305 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40374991&FileExtension=.PDF&FileName=Excerpt%20From%20Maintenance%20Records-Redacted.PDF - Fueling Record (item 4, .PDF, 61 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40374989&FileExtension=.PDF&FileName=Fueling%20Record-Redacted.PDF - Weather Report (item 5, .PDF, 16 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40374992&FileExtension=.PDF&FileName=Weather%20Report-Master.PDF - FAA Carburetor Icing Chart (item 6, .PDF, 255 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40374993&FileExtension=.PDF&FileName=FAA%20Carburetor%20Icing%20Chart-Master.PDF - Photograph # 1 - Main Wreckage (Photo Courtesy of Pilot) (item 7, .PDF, 61 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40375023&FileExtension=.PDF&FileName=Photograph%20%23%201%20-%20Main%20Wreckage%20(Photo%20Courtesy%20of%20Pilot)-Master.PDF - Photograph # 2 - Left Wing Damage (Photo Courtesy of FAA) (item 8, .PDF, 173 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40375024&FileExtension=.PDF&FileName=Photograph%20%23%202%20-%20Left%20Wing%20Damage%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photograph # 3 - Right Fuselage Damage (Photo Courtesy of FAA) (item 9, .PDF, 200 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40375025&FileExtension=.PDF&FileName=Photograph%20%23%203%20-%20Right%20Fuselage%20Damage%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photograph # 4 - Engine and Propeller (Photo Courtesy of Pilot) (item 10, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40375026&FileExtension=.PDF&FileName=Photograph%20%23%204%20-%20Engine%20and%20Propeller%20(Photo%20Courtesy%20of%20Pilot)-Master.PDF - Photograph # 5 - Engine (Photo Courtesy of Pilot) (item 11, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40375027&FileExtension=.PDF&FileName=Photograph%20%23%205%20-%20Engine%20(Photo%20Courtesy%20of%20Pilot)-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; 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.