Introduction
On April 29, 2012, about 1630 eastern daylight time, a Temco GC-1B, registration N106S, operated by a private pilot, was substantially damaged when it ditched in a river after a partial loss of engine power during climb near Dayton, Tennessee. The pilot incurred minor injuries. The flight was conducted under 14 Code of Federal Regulations Part 91 as a personal local flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight departed Mark Anton Airport (2A0), Dayton, Tennessee, about 1615.
Aircraft Information
The two-seat, low-wing, retractable-gear tailwheel airplane, serial number 2221, was manufactured in 1946. It was powered by a Continental C-145, 145-horsepower engine equipped with a McCauley two-bladed fixed-pitch propeller. According to the aircraft logbooks, the most recent annual inspection was completed on June 3, 2011. At that time, the airplane had accumulated 1800.3 total hours of operation, and the engine had 14.0 hours since major overhaul. The airplane had operated for approximately 7 hours from that inspection until the accident.
Pilot Report
The pilot reported that the airplane had been involved in another accident about one year prior to the most recent accident, and he purchased the wreckage from the previous owner. He finished repairing the airplane and registered it in his name about two weeks before the accident. The accident flight was the first flight since the repairs were completed. The pilot fueled the airplane to its maximum capacity of 27 gallons and performed several ground runs. During these runs, he noticed rough engine operation consistent with a "rough mag," which he corrected by leaning the mixture. He then completed several local flights uneventfully, totaling about eight takeoffs and landings over approximately two hours. Before the accident flight, the pilot "topped off" the fuel tanks with an additional 10 gallons of aviation gasoline.
Accident Sequence
After flying locally for about 15 minutes, the airplane was climbing through 500 feet above ground level over a river when the engine developed slight roughness and lost power, decreasing from 2,300 rpm to 800 rpm. The pilot activated the fuel boost pump and applied carburetor heat, but the engine did not regain power. He also verified that the throttle, mixture, and magneto settings were correct. Due to the low altitude, the pilot performed a forced landing and ditched into the river. The wreckage was recovered three days later.
Wreckage Examination
Examination by a Federal Aviation Administration inspector revealed that the impact had partially separated the left wing at the root and completely separated the carburetor, which was not recovered. Water had intruded into the fuel tanks and the engine. No other damage to the engine was observed. The pilot later examined the engine and noted no mechanical malfunctions. He could rotate the crankshaft by hand and establish continuity to the rear accessory section. He was unable to produce spark from the magnetos, but they had been submerged in water for three days. The pilot stated that while flying low-level and pulling 2 or 3 g's, he may have affected the carburetor; however, the carburetor was never recovered for examination.
Weather Conditions
The recorded weather at an airport about 25 miles south of the accident site, around the time of the accident, included scattered clouds at 6,000 feet, visibility 10 miles, temperature 84°F, and dew point 61°F. Review of an FAA Carburetor Icing Chart for the given temperature and dew point indicated that the airplane was subject to serious icing at glide power.