NYC07LA140

According to one of the student pilots, shortly after takeoff, at an altitude of 250 to 300 feet, the engine lost power. Insufficient altitude remained to turn and glide back to the airport, so the student pilot at the controls attempted to land in a field. The airplane cleared trees, and then stalled over the field. It initially struck ground on its right main landing gear, bounced, and nosed over. Shortly thereafter, the airplane became engulfed in flames. The engine reportedly had less than 250 hours of operation since its last overhaul, and the airplane had flown about 4 hours on the day before the accident with no problems noted. Both wing tanks were filled with fuel prior to the accident flight. From the limited engine examination possible, there were no mechanical anomalies noted. Ambient temperature and dew point conditions indicated a probability of serious carburetor icing at glide power. The student pilot at the controls did not respond to information requests, and there was no evidence that either of the student pilots had received any flight instruction, or was otherwise qualified to operate the accident airplane.

On June 17, 2007, about 1740 eastern daylight time, a Stinson 108-2, N267C, was destroyed during a forced landing and subsequent fire about 3 miles north of Warren Field (OCW), Washington, North Carolina. The certificated student pilot was seriously injured, and the certificated student pilot/passenger incurred minor injuries. Visual meteorological conditions prevailed, and no flight plan had been filed for the local flight, conducted under 14 Code of Federal Regulations Part 91.

According to a Federal Aviation Administration (FAA) inspector, the airplane had been purchased in January by the student pilots, who were father and son.

According to a Beaufort County Sherriff's Office report, the son reported that they had flown the airplane about 4 hours on the day before the accident, and there was "no problem" with it. At the end of the day, they filled both wing tanks with fuel.

On the day of the accident, with the father at the controls, "normal ground checks before takeoff" were completed. After takeoff, over the end of the runway, at an altitude of 250 to 300 feet, the engine began to "lose power rapidly" and subsequently quit. There was insufficient altitude to turn and glide back to the airport, so the student pilot attempted to land in a field. The airplane cleared trees, and then stalled over the field. It initially struck the ground on its right main landing gear, bounced, and nosed over. The pilots exited, and shortly thereafter, the airplane became engulfed in flames.

Both individuals onboard the airplane held student pilot certificates. The father, age 79, indicated that he had 400 hours of flight time on his FAA third class medical certificate application, dated November 17, 2006. According to the son, his father had initially learned to fly in "the same type aircraft" in the 1940s. He had also flown with the U.S. Army Air Corps and crop dusters as well.

The son, age 54, indicated that he had no hours of flight time on his FAA third class medical application, dated January 5, 2007, which was denied by the FAA.

The father did not respond Safety Board or FAA requests for further information. Flight currency is not known, and the FAA inspector could find no flight instructor who was providing flight instruction to either the father or the son.

The son noted that the engine had less than 250 hours of operation since its last overhaul. They had purchased the airplane, which was manufactured in 1947, in January 2007.

The FAA inspector noted that the on-scene investigation was hampered by a complete burning of the airplane between the engine compartment and the tail. The engine was rotated about 120 degrees with crankshaft continuity noted, the top spark plug electrodes were gray in color, and the gascolator was burned. The throttle was in the idle position, the mixture was full rich, and the fuel selector was in the center position. No additional examinations were performed.

Weather, reported at the airport at 1741, included clear skies, winds from 360 degrees true at 5 knots, temperature 29 degrees Celsius, and dew point 17 degrees Celsius. Plotting the ambient temperature and dew point on a carburetor icing chart indicated a probability of serious carburetor icing at glide power.