ERA14LA294

The pilot reported that he performed several high-speed taxis on his private airstrip. After about 15 minutes, the pilot initiated a takeoff on the 1,780-foot-long turf runway. About 100 feet above ground level, the engine either lost all power or went to idle (the pilot could not be sure); the pilot did state that the engine was not running rough before the power loss. The pilot banked the airplane left in an attempt to land on an adjacent property, but the airplane stalled and impacted a ravine. The pilot added that during the attempted forced landing, the rpm momentarily increased and then decreased again. Examination of the wreckage revealed that adequate fuel was on board and there was no evidence of fuel contamination. Continuity was confirmed throughout the fuel system and there were no obstructions in the intake or exhaust system. The carburetor was actuated by hand and no anomalies were observed. The propeller was rotated 360 degrees by hand and no mechanical malfunctions were observed. Review of a carburetor icing chart revealed that, for the given temperature and dew point, serious icing was possible at glide power; however, the engine was at full power during the takeoff and initial climb before the loss of engine power.

On June 16, 2014, about 2000 eastern standard time, a Cub Crafters CC18-180, N696RP, operated by a private individual, was substantially damaged during a forced landing, following a partial loss of engine power during initial climb from a private airstrip in Pennsboro, West Virginia. The private pilot and passenger were not injured. 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 planned local flight. The pilot reported that he completed a preflight inspection of the airplane and there was approximately 20 gallons of fuel on board. He then performed several high-speed taxis on his private airstrip, with his son in the front seat and himself in the rear seat. After about 15 minutes, they switched seats and the pilot initiated a takeoff on the 1,780-foot-long turf runway. About 100 feet above ground level, the engine either lost all power or went to idle, the pilot could not be sure; however, there was no roughness to the engine noise prior to the power loss. The pilot banked the airplane left in an attempt to land on an adjacent property, but the airplane stalled and impacted a ravine. The pilot added that during the attempted forced landing, the rpm momentarily increased and then decreased again. The airplane was manufactured in 2010 and equipped with a Lycoming O-360, 180-horsepower engine. The airplane's most recent annual inspection was completed on March 2, 2014. At that time, the airplane and engine had accumulated about 177 hours since new. The airplane flew about 31 hours from the time of the most recent annual inspection, until the accident. Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed damage to the left wing and fuselage. The inspector observed that each 25-gallon wing fuel tank was approximately one-quarter full. Additionally, during the impact, a glass sight fuel bowl ruptured and the pilot captured about 5 gallons of fuel leakage. The fuel was bright, clear, consistent with 100 low-lead aviation gasoline and no visible contamination was observed. The fuel selector was in the off position, but the pilot reported that he placed it there after the impact. The throttle, mixture, and magnetos were still in the forward, forward and both positions, respectively. The FAA inspector examined the wreckage again after it was recovered from the accident site. All spark plugs were removed; their electrodes were intact and light grey in color. The inspector was able to rotate the propeller by hand and did not note any preimpact mechanical malfunctions. One magneto was impact damaged and the other did not exhibit damage. There were no obstructions in the intake or exhaust system. He also confirmed continuity throughout the fuel system and observed fuel in the fuel strainer, but not the carburetor. He actuated the carburetor by hand and did not observe any anomalies. Therecorded weather, at an airport located about 30 miles away from the accident site, included a temperature of 25 degrees C and dew point of 18 degrees C. Review of an FAA Carburetor Icing Chart, for the given temperature and dew point, revealed "Serious Icing (glide power);" however, the engine was at full power during the takeoff and initial climb, prior to the loss of engine power.