Accident Overview
On February 14, 2011, at 1427 eastern standard time, a Globe Swift GC-1B, registration N80741, experienced a total loss of engine power while in cruise flight over Anderson, South Carolina. The pilot executed a forced landing in a field, resulting in substantial damage to the airplane. The aircraft was registered to and operated by a private individual under 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The certificated airline transport pilot was not injured. The flight had originated from Wilmington International Airport, Wilmington, North Carolina, at 1133.
Pilot Report
The pilot reported that prior to departure, he conducted a preflight inspection and visually verified that the fuel tanks were full, containing 35 gallons of usable fuel. He sampled fuel from both the fuel strainer and fuel sump, finding no contamination. According to the pilot, the engine consumed approximately 8 gallons of fuel per hour. About three hours into the cross-country flight, at an altitude of 4,500 feet and 12 miles southeast of his destination, the engine began surging and losing power. Initially suspecting carburetor ice, the pilot activated the carburetor heat. This briefly improved engine performance, but the surging resumed and eventually the engine stopped. The pilot performed an emergency forced landing in a field with the landing gear retracted and flaps extended, causing substantial damage to the underside of the airplane.
Post-Accident Examination
Examination of the wreckage was conducted by a Federal Aviation Administration (FAA) inspector under the direction of the NTSB. Upon arrival, the FAA inspector noted the odor of fuel. The underside of the nose and cowling were crushed. Flight control continuity was established for all control surfaces. A visual inspection of the fuel vent line found it unobstructed. The fuel cap was checked and found sealed and locked.
The wreckage was recovered for further examination by the NTSB. This examination revealed that the carburetor and associated fuel lines were broken and separated from the engine. The carburetor was not located or recovered. Due to external damage, an engine run could not be performed. During a cursory engine examination, the crankshaft was rotated by hand, confirming valve train continuity and cylinder compression. Spark was obtained on all ignition leads. Examination of the top and bottom spark plugs showed normal wear signatures when compared to the Champion spark plug chart. The airplane was equipped with two 13-gallon wing tanks and a nine-gallon center fuel tank. A residual amount of fuel was observed in the center tank, as well as in the fuel lines and fuel manifold. A check of the fuel system revealed no blockage or contamination. Approximately one gallon of fuel was added to the center tank, and the electric fuel pump was tested. The pump operated and emptied the center tank.
Environmental Conditions
The ambient temperature at the time of the accident was 48°F, with a dew point of 36°F. According to the FAA carburetor icing probability chart, this temperature/dew point combination meets conditions favoring the formation of serious carburetor icing at cruise power.