SEA05LA016

Shortly after takeoff the pilot experienced a partial loss of engine power, followed a few seconds later by a total loss of engine power. The pilot initiated an approach to a landing straight ahead, but obstructions in his path necessitated a left turn to an open pasture. In his turn toward the pasture the pilot noticed several cows in his path, requiring him to turn further left to avoid them at a low altitude, resulting in a loss of airspeed and a subsequent stall. The aircraft impacted terrain with its left wing, coming to rest in an upright position. FAA inspectors were unable to confirm flight control continuity, but were able to confirm continuity through the engine drive train. The pilot reported to the inspectors that the engine was not equipped with a carburetor heat system and that he suspected carburetor ice. According to information on a Carburetor Icing Probability Chart, and the temperature/dew point in which the airplane was operating, a "serious icing" probability could have existed.

On November 14, 2004, approximately 1400 Pacific standard time, a Hannah Avid Amphibian experimental airplane, N80AH, was substantially damaged during a forced landing following a total loss of engine power near Creswell, Oregon. The airplane was registered to and operated by a private individual. The certificated private pilot, sole occupant of the airplane, sustained minor injuries. Visual meteorological conditions prevailed for the personal flight, which was being operated in accordance with 14 CFR Part 91, and a flight plan was not filed. The fight was originating from the Walker Airport (OR57), Creswell, Oregon, at the time of the accident.

According to the Pilot/Operator Aircraft Accident Report (NTSB form 6120.1/2), the pilot reported that on the takeoff run to the north at about mid field, "...the engine backed off. I lowered the nose to maintain speed and was about to pull off all power for a straight ahead landing when full power returned." The pilot stated that he decided to go around "for a normal pattern landing," but 3 to 5 seconds later the engine stopped completely. Approaching the end of the runway at between 100 feet to 150 feet above ground level (AGL), the pilot reported that he could no longer land straight ahead due to the airport fence, rough pasture, trees, and a barn in his path. The pilot stated that he initiated a left turn with the intention of landing in a pasture northwest of the runway; however, numerous cows were in his path. The pilot further stated that he continued turning left, but due to his distraction with the cows his airspeed was now between 30 to 35 MPH at an altitude of about 25 feet AGL. The pilot reported the airplane's left wing stalled, impacted the ground, and came to rest in an upright position. There was no post crash fire.

Two Federal Aviation Administration (FAA) airworthiness inspectors, who performed a post accident inspection on the airplane, reported they were unable to verify control surface continuity due to the aircraft's condition. A post accident engine run was not performed due to inadequate conditions, but the engine drive train had free movement and was turned through by hand. The pilot reported to the inspectors that this particular model engine was not equipped with a carburetor heat system, and that he suspected carburetor ice. According to information on a Carburetor Icing Probability Chart, and the temperature/dew point in which the airplane was operating, a "serious icing" probability could have existed. (SEE ATTACHMENT #1)

At 1454, the Automated Surface Observing System located at the Mahlon Sweet Field, Euguene, Oregon, 18 nautical miles northwest of the accident site, reported wind 010 degrees at 5 knots, visibility 10 statue miles, overcast clouds at 11,000 feet, temperature 13 degrees C, dew point 9 degrees C, and an altimeter setting of 30.05 inches of Mercury.