ERA17LA282

The private pilot stated that he had already completed several landings and had just taken off and started a left crosswind turn about 500 ft above ground level when the engine lost total power. He immediately lowered the nose of the airplane, checked the fuel selector position, and applied carburetor heat. The engine restarted, and the pilot began a climb; however, the engine stopped running again, restarted, and then quit a third time. By this time, the pilot-rated passenger had taken control of the airplane and performed a forced landing to a field, which resulted in substantial damage to the fuselage and right wing. Postaccident examination of the airplane revealed that adequate fuel remained in both fuel tanks, and a test run of the engine showed that it ran through its entire power band without interruption. The examination did not reveal any evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. Although the weather conditions were conducive to the formation of carburetor ice at cruise/glide engine power settings, the airplane was operating at a high power setting; thus, it is unlikely that ice formed in the carburetor during takeoff.

On August 18, 2017, at 1809 central daylight time, a Bellanca 7ACA airplane, N9176L, made a forced landing to a cotton field after a total loss of engine power shortly after takeoff from the H. L. Sonny Callahan Airport (CQF), Fairhope, Alabama. The airframe was substantially damaged. The private pilot sustained minor injuries and the pilot rated passenger was seriously injured. The airplane was privately owned and operated as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the flight that originated at a private airstrip in Daphne, Alabama, about 1615.The private pilot stated that he had recently received a tailwheel endorsement in the accident airplane and the purpose of the flight was to practice takeoffs and landings. He said that even though he had the proper endorsement to fly the airplane alone, he asked the pilot rated passenger to come along with him as a precaution. The private pilot stated that he had already completed several landings and had just taken off and started to turn on a left crosswind turn about 500 ft above the ground (agl) when the engine stopped producing power. He immediately lowered the nose of the airplane, checked the position of the fuel selector, and applied carburetor heat. The engine started, and the pilot began a climb; however, the engine quit running again, then re-started, and quit a third time. By this time, the pilot rated passenger had taken control of the airplane and made the forced landing to the field. A postaccident examination of the airplane revealed substantial damage to the fuselage and the right-wing strut. Flight control continuity was established from all flight controls to the cockpit. Both wing fuel tanks were intact and about 7 to 8 gallons of fuel were still in the fuel tanks. Fuel was present the firewall mounted fuel strainer and no water was observed. The screen was absent of debris. The engine was placed in a test cell and run. The engine started and ran thru its full power-band without interruption. No mechanical deficiencies were identified that would have precluded normal operation of the engine. The pilot held a private pilot certificate for airplane single-engine land. His last Federal Aviation Administration (FAA) third-class medical was issued on April 19, 2016. The pilot reported a total of 341.7 hours, of which, 3.3 were in the accident airplane. The pilot rated passenger held an airline transport pilot rating for multiengine land, single-engine land and single engine sea airplane. He was also a certified flight instructor for single and multiengine airplane. In addition, the pilot held numerous type ratings (CE-500, CE-525S, IA-Jet, and LR-60), and was an airframe and powerplant mechanic. His last FAA second-class medical was issued on July 10, 2017. At that time, the pilot reported a total of 9,500 flight hours. Weather at CQF at 1815 was reported as visibility 10 miles, clear skies andwind out of the west at 5 knots. The temperature was 82° F and the dewpoint was 79° F. The carburetor icing probability chart from Federal Aviation Administration (FAA) Special Airworthiness Information Bulletin (SAIB): CE-09-35 Carburetor Icing Prevention, June 30, 2009, shows that the weather conditions were conducive to the formation of carburetor icing at cruise/glide engine power settings at the temperature and dew point reported at the time of the accident.