ERA22LA283

The pilot of the tailwheel equipped, high-wing airplane stated that he descended over the river and flew a low reconnaissance flight over the water to find a suitable floatplane landing site for the future. A witness, who was located on a boat ramp, recorded the airplane as it flew over the water at an altitude of about 10 to 20 ft. The airplane banked and turned as it followed the contours of the river while on a southern heading before disappearing out of view about a mile away as it made another turn around a bend in the river. The airplane continued to fly south over the water. According to the pilot, he initiated a climb back toward cruising altitude well before reaching a set of power lines spanning the river. The pilot reported then hearing an “extreme bang” followed by a loss of engine power. His attempts to troubleshoot were unsuccessful, and he reported that he attempted to land on a field adjacent to the river but impacted the power lines as he was turning onto final approach. The power lines were about 30 to 40 feet over the water and spanned the width of the river. They were neither physically marked nor required to be marked, but they were depicted on the sectional area chart for that area. Postaccident examination of the engine did not reveal any discrepancies that would preclude normal engine operation. While the magnetos were worn down at the block electrodes, they produced spark when tested. A carburetor icing chart was used to determine icing probability, yielding a potential for serious icing at glide power based on the weather conditions at the time. However, the nearest available weather used for this analysis was from an airport 7.5 nautical miles (nm) away, and it is likely that the pilot maintained sufficient power during maneuvering and his climb. Based on this information, no evidence supporting the reported loss of engine power was found during the course of the investigation. Therefore, it is likely that the pilot did not climb sufficiently before reaching of the power lines, which resulted in an in-flight collision with the power lines and impact with the river.

On June 22, 2022, at 1007 eastern daylight time, a Piper PA-18A, N1927A, was substantially damaged when it was involved in an accident near Charlestown, New Hampshire. The airline transport pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot departed Hartness State Airport (VSF), Springfield, Vermont, about 1000 and proceeded east towards the Connecticut River, near Charlestown, New Hampshire. The pilot reported he was flying low over the water, looking for a possible “future” floatplane landing site, then climbed “well before” high-tension power lines that crossed the river. However, after making the climb, he heard a loud bang followed by a reduction in engine power and accompanying vibrations. The pilot was unable to regain engine power or maintain altitude and attempted to land in an open field adjacent to the river, but the airplane struck the power lines, which were physically unmarked but depicted on the sectional aeronautical chart covering that area. The wires were about 30 to 40 ft above, and spanned the entire width of the river. The airplane subsequently impacted the water, where it came to rest in the middle of the river. A witness located on a boat ramp 2 nm north of the accident site stated that he observed the airplane as it came from the north, passed over the bridge, and descended toward the river. He took out his mobile phone to record the airplane; the video recording was timestamped at 1003. The airplane flew south “very low” over the water, between 10 and 20 ft. The airplane was “making some aggressive turns” and following the contour of the river until it disappeared out of view near a bend in the river. An additional witness who was near the accident site stated he noticed it was flying very low, “lower than most aircraft fly, and I knew there were power lines down here, and I knew he was low enough to hit them." Charlestown, New Hampshire dispatch reported that the 911 call for the accident was received at 1008, about 5 minutes after the time stamp recorded on the witness video. The airplane was not equipped with amphibious floats and was configured with a tailwheel at the time of the accident. The weather conditions at the time of the accident was conducive for the formation of serious carburetor ice at glide power based on Federal Aviation Administration Special Airworthiness Information Bulletin CE-09-35, “Carburetor Icing Prevention,” using the weather report for VSF, which was located about 7.5 nm northwest of the accident site. The airframe, both wings, and empennage were substantially damaged. Subsequent examination of the engine and associated components revealed continuity of the powertrain. The crankshaft was rotated via the propeller and provided adequate compression on each of the cylinders. The spark plugs showed no signs of any discrepancy. The magnetos were examined by a mechanic and produced spark. However, the mechanic notedthat the block finger electrodes and rotor electrodes were worn. Damage and water submersion prevented fuel system examination. There were no obvious discrepancies noted that would prevent the engine from producing power.