ERA13LA013

Shortly after takeoff, the airplane’s engine began to lose power. The pilot elected to land the airplane straight ahead. During the forced landing, the airplane struck trees at the boundary of the airport, resulting in substantial damage to the airframe. An examination of the wreckage revealed no evidence of a preimpact mechanical malfunction or failure that would have precluded normal operation. The airplane’s fuel tank contained 10 gallons of uncontaminated fuel, and the fuel in the carburetors was also clean. Damage to the fuselage and propeller blades indicated that the engine was producing power at impact. A review of meteorological data revealed that the airplane was being operated in conditions conducive to serious carburetor icing at glide power; however, the airplane was not operating at glide power during the accident takeoff.

On October 6, 2012, about 1750 eastern daylight time, a Beaudry Aventura II, N4401P, was substantially damaged following a forced landing near Minneola, Florida. The commercial pilot was seriously injured and one passenger was not injured. The experimental, amateur-built airplane was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed. The local flight was originating at the time of the accident. According to a Federal Aviation Administration (FAA) inspector, shortly after liftoff, the engine began to “sputter.” Engine speed oscillated between 6,200 and 4,800 RPM. The pilot elected to land the airplane straight ahead. The airplane cleared a perimeter fence before touching down and the wings struck trees at the boundary of the airport. The FAA inspector responded to the accident site and examined the wreckage. The inspector confirmed substantial damage to the airframe. Flight control continuity was confirmed from the control surfaces to the cockpit. The engine propeller exhibited evidence of rotational damage, and there was a smooth slice in the fuselage adjacent to the propeller arc. The fuel tank contained 10 gallons of fuel. The gascolator was drained and contained clean fuel. The carburetor bowls were removed and contained clean fuel. The temperature and dew point at the time of the accident were about 73 and 70 degrees, respectively. According to the carburetor icing chart published in FAA Special Airworthiness Information Bulletin CE-09-35, dated June 30, 2009, the weather conditions at the time were conducive to serious icing at glide power. Attempts to contact the pilot after the accident were unsuccessful and the pilot did not provide a completed NTSB Form 6120.1, Pilot/Operator Aircraft Accident Report, as requested.