ERA14LA319

The pilot reported that he fueled the airplane and performed a preflight inspection and engine run-up with no anomalies noted. After takeoff, he performed five circuits in the traffic pattern as part of an airshow, and, during the fifth circuit, he "pushed up the power after the pass"; however, the engine did not respond. Subsequently, the engine experienced a total loss of power. The pilot began to turn back toward the runway to perform an emergency landing, but he realized that the airplane could not reach the runway. He then verified that the throttle and mixture were "full forward" and conducted a forced landing to an open field. During the landing roll, the airplane impacted trees and sustained substantial damage to the wings and fuselage. Examination of the engine revealed no anomalies that would have precluded normal operation. The pilot reported that he did not use carburetor heat that day because the temperature was around 83 degrees F. Although the temperature and dew point about the time of the accident were favorable for serious carburetor icing at glide power settings, it could not be determined if carburetor icing contributed to the loss of engine power.

On June 29, 2014, about 1445 eastern daylight time, a Waco UPF-7, N32162, impacted trees after it experienced a total loss of engine power and performed a forced landing to a field near Warrenton, Virginia. The private pilot sustained minor injuries. The airplane sustained substantial damage to both wings and fuselage. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The airplane was registered to a private individual and operated by another private individual under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal local flight. The airplane had departed from the Flying Circus Aerodrome (3VA3), near Warrenton, Virginia. According to the pilot, the purpose of the flight was to fly in the opening act of a flying circus. He fueled the airplane prior to takeoff, performed a preflight inspection, and engine run up. After takeoff, he performed five circuits in the pattern with other airplanes just prior to the accident sequence. During the fifth circuit, he "pushed up the power after the pass;" however, the engine did not respond. Then, there was a "puff of smoke" that came out from under the cowling and the engine had a loss of total power. The pilot began to turn back toward the runway to perform an emergency landing, but he realized that the runway was too far away. Then, he verified that the throttle and mixture were "full forward," and performed a forced landing to an open field. During the landing roll, the airplane impacted trees and came to rest in an upright position. According to the pilot, the airplane was manufactured in 1942. The most recent annual inspection was performed on May 25, 2014. The airplane was equipped with a Jacobs R755 series, 7-cylinder, air-cooled, 275 hp, radial engine. In addition, the pilot stated that at the time of the accident, the airplane had accumulated 2,790 hours of total time, of which, 20 hours were accumulated after the annual inspection. Examination of the engine by a Federal Aviation Administration (FAA) inspector revealed that thumb compression was confirmed on all cylinders by rotating the propeller by hand. Both magnetos were tested and no anomalies were noted. The spark plugs were removed from the cylinders and no anomalies were noted. The carburetor was removed from the engine, disassembled, and fluid similar in color and smell to 100LL aviation fuel was noted in the carburetor bowl. The carburetor float was removed, it was intact, and no discrepancies were noted. The finger screen was removed from the carburetor and no debris was noted. The carburetor butterfly operated when the mixture control was moved. The fuel from the wing tank sight gauges and carburetor bowl was examined with no contaminants noted. In addition, the air filter was examined and dust was noted on the screen but overall it was free of debris. A further examination of the engine was performed by an airframe and powerplant mechanic under the supervision of anFAA inspector, which confirmed engine crankshaft continuity and valve train continuity on all cylinders. In addition, the fuel tank vent tubes were examined and free of obstructions. During a postaccident interview with the pilot, he reported that he did not use carburetor heat that day since the temperature was around 83 degrees F (about 27 degrees C). According to the 1435 weather observation at Warrenton-Fauquier Airport (HWY), Warrenton, Virginia, which was approximately 2 miles north of the accident location, indicated wind from 150 degrees at 7 knots, clear skies, 10 miles visibility, temperature 29 degrees C, dewpoint 17 degrees C, and an altimeter setting of 30.20 inches of mercury. The carburetor icing probability chart from DOT/FAA/CT-82/44 Publication revealed a probability of serious icing at glide power at the temperature and dew point reported at the time of the accident.