ERA15LA239

The private pilot was conducting a personal cross-country flight. He reported that he had conducted a flight in the airplane the day before the accident flight and that it was uneventful. He added that, before the accident flight, he conducted a preflight inspection and an engine run-up, which were normal. During the initial climb and when the airplane was about 100 ft above the ground, the engine lost all power. The pilot applied carburetor heat; however, the engine power was not restored. The pilot maneuvered the airplane to avoid trees, but the airplane settled into the trees and then impacted the ground, and the airframe sustained structural damage. A postaccident examination of the airframe and engine did not reveal any evidence of a preimpact mechanical failures or malfunctions, and there was sufficient fuel onboard at the time of the accident. Although the weather conditions at the time of the accident were conducive to serious carburetor icing at glide power, the pilot applied carburetor heat, which would have melted any ice, but power was not restored. Therefore, the investigation was unable to determine the reason for the total loss of engine power.

On June 14, 2015, about 0745 eastern daylight time, a Stinson 108, N97505, was force landed following a reported loss of engine power after departure from Dwight's Delight Airport (PA71), Dushore, Pennsylvania. The private pilot was seriously injured and one passenger received minor injuries. The airplane was substantially damaged. The airplane was operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Day, visual meteorological conditions prevailed, and no flight plan was filed. The flight to Bradford County, Pennsylvania (N27) was originating at the time of the accident.The pilot reported that he flew the airplane the afternoon prior to the accident and there were no anomalies during the flight. After the flight, he checked the oil and dipped the fuel tanks; there were 12 gallons in the left tank and 10 gallons in the right tank. On the morning of the accident, he performed the preflight inspection and "all functions were normal" to include the engine run-up. During the initial climb after takeoff, about 100 feet above the ground, the engine "stopped producing power immediately." The propeller continued to windmill. He applied carburetor heat; however, there was no change in performance. He maneuvered the airplane to avoid larger trees and a power line. The airplane settled into the trees subsequently collided with the ground. The passenger assisted the pilot out of the airplane and they were met by first responders. A Federal Aviation Administration (FAA) inspector responded to the accident site and examined the wreckage. Both of the wing spars, the fuselage, and the engine firewall received structural damage. There was no fire. The airplane was recovered to a hangar at the airport for further examination. An examination of the engine was performed by a FAA airworthiness inspector. He reported that the carburetor venturi operated normally with throttle movement. The carburetor inlet screen was free of contaminants. The carburetor mixture was working normally and connected. All carburetor airworthiness directives were complied with. The intake tubes were cracked from impact. The gascolator was in good order and not blocked. Both the left and right magnetos produced spark on all leads when rotated manually. The ignition leads were normal in appearance. The camshaft and lifters were "good" and the pushrods did not appear to be bent. The engine contained a sufficient supply of oil. The cylinder walls appeared normal with no internal scoring. All spark plugs appeared to be in "new" condition with no fouling or damage. Suction and compression was observed on all cylinders when the engine crankshaft was rotated manually. The fuel system appeared normal and there were no contaminants in the tanks. The fuel filter bowl contained no contaminants. According to the FAA inspector, the last annual inspection on the airframe and engine was completed on October 1, 2014. The engine total time at thetime of the accident was 2,069.2 hours and the time since the last major overhaul was 67.4 hours. According to the 0754 weather observation at Williamsport Regional Airport, Williamsport, Pennsylvania, located about 26 miles from the accident site, the temperature and dew point were 66 degrees F and 61 degrees F, respectively. According to the carburetor icing probability chart in FAA Special Airworthiness Information Bulletin CE-09-35 (Carburetor Icing Prevention), dated June 30, 2009, the temperature/dew point at the time of the accident was in the area of serious icing at glide power.