Accident Details
On September 27, 2012, at approximately 1430 central daylight time, a Lake LA-4 airplane, registration N1127L, performed a forced landing shortly after taking off from Kenosha Regional Airport (ENW) in Kenosha, Wisconsin. The commercial pilot, the sole occupant, was not injured. The aircraft, owned and operated by a private individual under 14 CFR Part 91 for personal flight, sustained substantial damage. Day visual meteorological conditions prevailed, and the flight operated without a flight plan. The flight originated from ENW at the time of the accident.
Pilot Report
The pilot reported that the airplane had just undergone an annual maintenance inspection, and the accident flight was its first since the work was completed. The run-up was normal. During the takeoff roll, the engine began to sputter. The pilot continued straight ahead. The engine then lost power, and he executed a forced landing onto a grassy area.
Post-Accident Inspection
A Federal Aviation Administration (FAA) inspector surveyed the airplane at the accident site. The inspector noted substantial damage to the wing, fuselage, and landing gear. The fuel selector was found in the off position, and the electric fuel pump circuit breaker was pulled. The pilot stated that he had turned both off after the accident. The pilot also mentioned that he used a pre-takeoff checklist, did not apply carburetor heat, and was unaware of any carburetor icing problems with the airplane.
Engine Examination
On October 17, 2012, under FAA supervision, the engine was examined and test-run. The inspector reported no abnormalities; the engine performed flawlessly during the test run. For the test, the fuel selector was turned to the off position, and the engine started. After a run-up sequence and 20 seconds at low rpm, the engine ran at full power for another 20 seconds before quitting. A second test omitted the run-up sequence; the engine then ran for 35 seconds at full power before stopping. The inspector also noted that the carburetor heat control was not operational, but he freed the linkage by applying pressure at the carburetor end. The control then functioned from the cockpit during subsequent engine runs. The control did not appear to have sustained damage during the accident.
Carburetor Icing Conditions
A review of the carburetor icing probability chart from FAA Special Airworthiness Information Bulletin CE-09-35, dated June 30, 2009, along with meteorological data, indicated that weather conditions at the time were favorable for serious icing at glide power.