ERA15LA063

The private pilot was conducting a personal flight. He reported that, while the airplane was climbing after takeoff, he noticed that the engine began running roughly, and it then lost power. The pilot attempted to regain full power by using the carburetor heat but was unsuccessful, so he decided to conduct a forced landing, during which the airplane impacted a chain link fence. Postaccident examination of the engine and airplane revealed no anomalies that would have precluded normal operation, and fuel was found in the fuel system. Although weather conditions at the time of the accident were conducive to the accumulation of carburetor icing during cruise flight, the airplane was operating at takeoff power at the time of the power loss.

On November 29, 2014, at 1500 eastern standard time, a Cessna 182Q, N759VG, was substantially damaged when it collided with a fence during an forced landing in West Hartford, Connecticut. The private pilot was not injured. The airplane was registered to and operated by the private pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The flight originated from Robertson Field Airport (4B8), Plainville, Connecticut at 1450. According to the pilot, he was at a reduced power setting and climbing when he noticed that the engine began to run rough and lose power. He assumed that the carburetor was collecting ice and engaged the carburetor heat control to eliminate the presence of any ice. He verified that the fuel selector was in the on position and all engine instruments were operating in the green; but the engine continued to run rough and lose power. After determining that the airplane could not maintain altitude and the engine would not regain power, he attempted a forced landing on a road. During the forced landing the right wing collided with a chain link fence and separated from the fuselage. Examination of the wreckage at the accident site by a Federal Aviation Administration inspector revealed that the engine sustained impact damage, but all major accessories remained securely attached to the engine. The three-bladed propeller remained attached to the engine and the propeller flange was bent. All three propeller blades were bent aft, and one blade exhibited gouging along the span of the blade. Due to impact damage a test-run of the engine was not possible. The engine was manually rotated via the propeller and compression and valve train continuity were produced for each cylinder. The upper spark plugs were removed and appeared clean. The magnetos were removed and spun. Spark was produced to each ignition lead. Continuity of the throttle and mixture controls and the carburetor heat system was established from the cockpit to the carburetor. Fuel was observed flowing through the carburetor when the throttle control was moved. The carburetor was removed and disassembled. The fuel bowl and carburetor screens were absent of debris. An undetermined amount of fuel was found in the fuel bowl, fuel line from the bowl to the carburetor, and the carburetor. No pre mishap mechanical deficiencies were noted with the engine or airplane that would have precluded normal operation at the time of the accident. According to the FAA Carburetor Icing Probability Chart, the aircraft was operating in conditions conducive to carburetor icing during cruise flight at the time of the accident.