IAD05LA101

The airplane was in cruise flight, at 2,100 rpm, when engine power decreased, and the maximum attained was 1,400 rpm. The pilot applied carburetor heat, and turned back toward an open area "less than a mile back." The pilot completed the forced landing; however, during the rollout, the airplane went down an unanticipated hill, and the landing gear collapsed. The on-scene examination was limited to a damage assessment, as well as confirming that fuel and oil were present. The airplane was subsequently moved to the pilot's hangar, and after the insurance company took possession, there was no further examination. Weather, reported at an airport about 35 nautical miles to the east, indicated a probability of serious carburetor icing at glide power. FAA-P-8740-24, Tips on Winter Flying, noted that carburetor ice could manifest itself by a loss of rpm in fixed pitch airplanes. The response would have been to apply full carburetor heat; however, the engine could run roughly for a short time while the ice melted. In addition, light carburetor icing over a prolonged period of time could become serious.

On July 11, 2005, about 1540 eastern daylight time, an Aeronca 65CA, N36806, was substantially damaged during a forced landing in Cadiz, Ohio. The certificated private pilot was not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the flight, from Carroll County-Tolson Airport (TSO), Carrollton, Ohio, to Zanesville Municipal Airport (ZZV), Zanesville, Ohio. The personal flight was conducted under 14 CFR Part 91.

According to the pilot, he was in cruise flight, at 2,100 rpm, when engine power decreased, and the maximum he could attain was 1,400 rpm. He applied carburetor heat, and turned back toward an open area "less than a mile back." The pilot completed the forced landing; however, during the rollout, the airplane went down an unanticipated hill, and the landing gear collapsed.

A Federal Aviation Administration (FAA) inspector reported that the initial on-scene examination was limited to a damage assessment, as well as confirming that fuel and oil were present. The pilot, with permission from the inspector, then had the airplane moved to his hangar. After retrieval, the pilot attempted to have the engine examined, but his insurance company paid the claim and took possession of the airplane. To the inspector's knowledge, as well as the pilot's, there was no further examination of the airplane.

Weather, reported at an airport about 35 nautical miles to the east, at 1553, included clear skies, variable winds at 3 knots, a temperature of 87 degrees Fahrenheit, and a dew point of 63 degrees Fahrenheit. According to a carburetor icing prediction chart, serious carburetor icing could be expected at glide power.

FAA-P-8740-24, Tips on Winter Flying, noted that carburetor ice could manifest itself by a loss of rpm in fixed pitch airplanes. The response would have been to apply full carburetor heat; however, the engine could run roughly for a short time while the ice melted. In addition, light carburetor icing over a prolonged period of time could become serious.