The sport pilot reported that while the initial takeoff roll was normal, he noted that the Aeronca was not gaining airspeed and the engine was not developing full power. However, he decided to continue the takeoff.
He stated that, once he was committed to the takeoff, there seemed to be an even “greater loss of power.”
The airplane only reached 150′, and he decided to turn right to avoid a highway and power lines.
He initiated a 20° bank, and the plane stalled and then hit a bean field adjacent to the airport in Mahnomen, Minnesota.
Although weather conditions at the time of the accident were conducive to moderate icing at cruise power or serious carburetor icing at descent power, given the airplane was at takeoff power, it is unlikely that carburetor ice accumulated and caused the power loss.
The pilot’s decision to not abort the takeoff at the first sign of a loss of engine power resulted in a slow airspeed during the initial climb during a turn, which resulted in the aerodynamic stall.
Probable cause: The pilot’s failure to abort the takeoff after recognizing a partial loss of engine power during the takeoff roll and his subsequent inability to maintain adequate airspeed during a turn to avoid power lines, which resulted in an aerodynamic stall. The reasons for the loss of engine power could not be determined because post-accident examination of the engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
NTSB Identification: CEN17LA238
This June 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.
Did he perform a run-up, prior to take-off? It’s MANDATORY to heat up the cans.
This is yet another low time pilot, [ 168 hrs], who purchased the a/c to train in.
From the beginning of his flying it, the engine did not make ‘proper’ power.
If this meant that it did not make the full static rpm, then the a/c was not airworthy and the mechanic should have not approved it for return to service.!
Per the docket, a number of engine parts were replaced without fixing to low power issue…
So, more ‘stupid pilot tricks’. and the pilot/ owner now has a large repair bill.
Also, 3N8 has a 3,400 ft runway, more than enough to takeoff and land…
I don’t know of any pilots born with 2000 hrs already in the log book. We all started out as low time pilots, so bashing on him for not starting with a logbook full of hours is kind of pointless.
The docket says the issue had not occurred in some time. His mechanic had replaced the carb and magnetos, and the issue had not occurred since. Recalling past issues is a red herring thrown out there by the pilot trying to explain the cause of the engine failure. In fact, in the docket he says this appeared to be much worse this time including complete loss of power at the end, which was significantly different from his past issues that had been repaired. While the NTSB says they didn’t think carb ice because the engine was at full throttle, I would be highly suspect that it was.
I’ve had a very similar issue with an engine that was smooth, and started the take off roll normally, but simply didn’t develop full power, which I didn’t fully recognize until I was well down the runway and committed to fly. This happened on a fall day in sunny AZ. Completely unexpected. I had radioed that I wasn’t developing full power and was going to return. Someone else that had just left the airport replied back that he had experienced unexpected carb ice during departure and recommended cycling carb heat. I cycled carb heat on, cleared the ice, and power was restored. Once started while on the ground, carb ice can continue to build while operating at full throttle. It happens quickly under the right circumstances.
Pilots are trained to pull carb heat on and look for a loss of RPM as part of their pre-take-off checklist. It becomes a procedural checklist item, but they are not typically trained to use it again just before takeoff roll to warm the carb to ensure any potential icing is cleared. Many will sit there idly waiting for traffic or adjusting instruments and never give carb ice a second thought as they pull onto the runway. Carb ice happens, especially on the engines where the carb is not mounted to the sump like the small Continentals. But for some good advice in a timely PIREP on the radio, that could just as well have been my NTSB report 30 years ago.
From the docket, he had low power problems a number of times from the very beginning of his flying the a/c
“…From first flights with the plane dual (with instructor) problems were noted developing proper engine power. As such an A&P was
contacted and on 5/12/15 installed Slick model 4201’s to replace Slick model 4001 mags. No improvement so next the AP replaced
stromberg carb with marvel schebler and installed fuel mixture control, and checked the primer operation. This seemed to improve the
aircraft power and therefore performance and I resumed my instruction in the aircraft getting a sport pilot certificate 4/14/ 2016.
On several occasions over the next 140 hours of flight time I experienced diminished engine performance but the problem resolved itself.
The annual inspection September 2016 was quite thorough particularly dealing with engine and components….”
It was a cronic problem that should have been identified and repaired.
From the crash photos, the aircraft is a total loss….poor choices- bad results.