The purpose of the flight was to complete a tail-wheel endorsement for the pilot. After about an hour of total flight time, while attempting to take off for the fourth full-length runway departure, the flight instructor realized the engine was not producing enough power for a successful takeoff, so he took control of the airplane and began applying maximum braking.
However, the airplane departed the runway end, collided with a ditch, and then nosed over.
During a post-accident examination of the airplane, no anomalies were found that would have precluded normal operation.
Atmospheric conditions in the Columbia, Illinois, area were conducive to the formation of serious icing at cruise power.
The flight instructor reported that he believed that carburetor icing led to the loss of engine power. He added that carburetor heat was applied before each landing but that it was turned off when they taxied for departure. Therefore, it is likely that carburetor ice accumulated during the taxi and that the carburetor heat was not on long enough to melt the ice before takeoff, which resulted in the partial loss of engine power.
Probable cause: The partial loss of engine power due to carburetor icing.
NTSB Identification: CEN17LA145
This March 2017 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
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In part the CFI damaged the aircraft due to his failure to assure that ice was not present during the T.O. roll
I flew my Champ during humid weather in OH much like Ill. l found that every T.O. to be assured was to clear the carb ice formation. Sometimes just upon the roll out and sometimes after liftoff. Those mighty Cont. 65, 75 and 85 hp engines don’t put out much power to begin with let alone with venturi ice forming.
Nice thing though you don’t have density altitude in either location unless it is a hot humid summer day.
Unfortunate incident. It isn’t discussed as often, but besides verifying oil pressure, verifying appropriate rpm for the density altitude and progress of airspeed to reach rotation speed at the expected rotation point on the runway can help identify a takeoff problem.
The CFI saved their lives…but failed to deal with the icing in the first place.