Accident Overview
On August 1, 2009, about 0845 eastern daylight time, a Boeing A75N1, registration N49778, was substantially damaged following a loss of engine power and a forced landing at Bowman Field Airport in Livermore Falls, Maine. The airplane was operated by a private individual. The certificated private pilot and one passenger were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight under 14 Code of Federal Regulations Part 91. The flight was originating at the time of the accident.
Pilot and Aircraft Information
The pilot stated that he had taken off after replacing the fuel filter, which was brand new. He reported that the engine began to lose power late in the takeoff roll, but there was insufficient room to stop. After takeoff, the engine continued to lose power, and the airplane settled into the trees. Three of the four wings sustained substantial damage.
According to FAA records, the pilot’s latest third class medical certificate was dated October 19, 2005. The pilot reported that he had completed a biennial flight review about one year prior to the accident and that the airplane had received an annual inspection in August 2008. However, he was unable to provide documentation of a current biennial flight review or annual aircraft inspection to the FAA inspectors.
Weather and Conditions
The pilot described conditions at the time as very warm and humid, with a fog layer about 4 feet off the ground. The grass runway was wet, and there was standing water in the run-up area. He stated that the conditions were “ideal for the formation of carburetor ice.”
The 0853 weather observation for Augusta, Maine (AUG), about 16 miles east of the accident site, included: sky clear, winds calm, visibility 10 statute miles, temperature 21 degrees Celsius, dew point 17 degrees Celsius, and altimeter setting 30.02 inches of mercury. The FAA Special Airworthiness Bulletin number CE-09-35, titled “Carburetor Icing Prevention,” includes a chart indicating conditions conducive to carburetor icing. For the approximate ambient temperature and dew point at the time, the flight was conducted in “Serious icing (glide power)” conditions.
Post-Accident Inspection
Following the accident, two FAA inspectors visited the accident site and inspected the wreckage. They reported that a physical examination of the airplane and fuel system revealed no anomalies. The fuel strainer bowl was clean, and there was no evidence of fuel contamination. A complete fuel system cleaning had occurred approximately 1.5 hours prior to the accident.
After the wreckage was recovered to the pilot’s storage facility, the pilot attempted a test run of the engine. He reported that the engine started on the first attempt and ran without hesitation or loss of power. The pilot did not attempt a full-power run due to impact damage to the propeller.