History of Flight
On April 11, 2015, about 1307 eastern daylight time, an Aeronca 7AC, N82658, was substantially damaged during landing rollout after a loss of power and forced landing near Spring City, Tennessee. The private pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under Title 14 Code of Federal Regulations Part 91. The flight departed Western Carolina Regional Airport (RHP), Andrews, North Carolina, destined for Warren County Memorial Airport (RNC), McMinnville, Tennessee.
The pilot reported that the purpose of the flight was to return the airplane to his home airport after it had been at RHP since August 2014 for fabric replacement and an annual inspection. He and his wife had driven to RHP the day before. On the morning of the accident, the pilot checked weather conditions via the RHP automatic weather observing system at approximately 0824. The forecast called for a slight wind from the north-northeast, clear visibility, and a barometric pressure of 30.20. He chose this day due to a clear national weather service forecast with low wind speeds for both airports.
He arrived at RHP at about 1000 to preflight the airplane. After meeting with maintenance personnel and picking up the logbooks, they pushed the airplane out of the hangar and conducted a preflight walk-around. The pilot then taxied to the fixed base operator, topped off the fuel, started the engine, taxied to Runway 8, and performed a pretakeoff check. The wind was calm (3 to 5 knots from the northeast). He took off and flew a right-hand traffic pattern three times, making three takeoffs and landings (two three-point landings and one wheel landing) to ensure everything was functioning. The pilot stated that the airplane performed flawlessly.
After taxiing back to the maintenance facility for a brief discussion, he started the engine, performed another pretakeoff check, and departed at approximately 1200 for RNC. Since RHP lies in a valley, he climbed at Vx (50 mph) best angle of climb to clear mountains, reaching 6,500 feet above mean sea level (msl). Once out of the mountains, he decreased engine rpm, leveled off at about 2,500 feet msl, and cruised at 74 knots indicated airspeed at 2,150 rpm for about 30 minutes.
When approximately 50 nautical miles from RNC, he applied climb power to clear the Cumberland Plateau, and the engine started sputtering and losing rpm. Oil pressure and temperature were normal. He applied carburetor heat, which briefly increased rpm, but the sputtering resumed and carburetor heat had no effect. He checked the fuel cutoff valve (it was not moved to off), then cycled the magneto switch from both to left to right and back to both, with no change. The fuel gauge and cork float gauge indicated almost half a tank of fuel.
Losing altitude, he searched for a safe landing site. He made no radio transmissions as he focused on flying. Over a populated area, he spotted a farmer's field with a barn on the south end where two farmers were working with cattle. He turned north into the wind and began a glide to land in the field, clearing the barn. His speed was slightly above the recommended landing approach glide (Vg 60 mph). Upon landing, the right main landing gear collapsed, forcing the right wheel into the right forward wing strut. The airplane then performed a flat, slow, 180-degree ground loop to the right. The pilot unbuckled and exited.
Aircraft Information
The accident airplane was a two-place, tandem configuration, high-wing monoplane with fixed conventional landing gear consisting of steel tube main gear and a steerable tailwheel. The fuselage and tail surfaces were constructed of welded metal tubing, with wooden formers and longerons covered in fabric. The strut-braced semi-cantilever wings were fabric-covered with aluminum ribs. It was powered by a 65-horsepower Continental A-65-8 engine with a Marvel Schebler updraft carburetor and carburetor heater. The heater controlled heated air from the crankcase baffle to the carburetor venturi via a butterfly valve. The airplane was manufactured in 1946. Its most recent annual inspection was completed on April 4, 2015, at which time the airframe had about 2,134.5 total hours and the engine had about 255.3 hours since major overhaul.
Meteorological Information
The reported weather at Crossville Memorial Airport – Whitson Field (CSV), 18 nautical miles northwest of the accident site, at 1253 included: winds 050° at 8 knots, 10 miles visibility, clear skies, temperature 18°C, dew point -02°C, and altimeter 30.22 inches of mercury. A carburetor icing probability chart indicated a dew point depression of about 2.2°C, humidity about 85%, and temperature 18°C, suggesting moderate carburetor icing at cruise power and serious icing at descent power.
Wreckage and Impact Information
Examination by an FAA-certificated airframe and powerplant mechanic revealed that the right axle strut and oleo case frame assembly were damaged during the forced landing, collapsing the right main landing gear. The right wheel struck the right forward wing strut, bending it about 22°, resulting in substantial damage. The engine examination showed no debris in fuel screens or carburetor float bowl; the bowl contained fuel free of water contamination. Fuel passages were clear, the accelerator pump functioned, and the float assembly moved smoothly. The carburetor air inlet was clear and the air filter clean. Magnetos were securely attached. An engine test run started on the first propeller pull and ran at full and partial throttle without anomalies.