Accident Overview
On June 14, 2015, about 0745 eastern daylight time, a Stinson 108, registration N97505, was forced to land following a reported loss of engine power shortly after departure from Dwight's Delight Airport (PA71) in Dushore, Pennsylvania. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight, with day visual meteorological conditions prevailing and no flight plan filed. The intended destination was Bradford County Airport (N27) in Pennsylvania.
Pilot's Account
The pilot reported that he flew the airplane the afternoon prior to the accident without any anomalies. After that flight, he checked the oil and dipped the fuel tanks, noting 12 gallons in the left tank and 10 gallons in the right tank. On the morning of the accident, he performed a preflight inspection and reported that "all functions were normal," including the engine run-up. During the initial climb after takeoff, at about 100 feet above ground level, the engine "stopped producing power immediately." The propeller continued to windmill. The pilot applied carburetor heat, but there was no change in performance. He maneuvered the airplane to avoid larger trees and a power line, but the airplane settled into the trees and subsequently collided with the ground. The passenger assisted the pilot out of the airplane, and they were met by first responders.
Post-Accident Examination
A Federal Aviation Administration (FAA) inspector examined the wreckage. Both wing spars, the fuselage, and the engine firewall sustained structural damage. There was no fire. The airplane was recovered to a hangar for further examination.
The engine was examined by an FAA airworthiness inspector. The carburetor venturi operated normally with throttle movement, and the carburetor inlet screen was free of contaminants. The carburetor mixture functioned normally and was connected. All carburetor airworthiness directives were complied with. The intake tubes were cracked from impact. The gascolator was in good order and not blocked. Both left and right magnetos produced spark on all leads when rotated manually, and the ignition leads were normal. The camshaft and lifters were in good condition, and the pushrods did not appear bent. The engine contained sufficient oil, and cylinder walls appeared normal with no internal scoring. All spark plugs were in "new" condition with no fouling or damage. Suction and compression were observed on all cylinders when the crankshaft was rotated manually. The fuel system appeared normal with no contaminants in the tanks or fuel filter bowl.
According to the FAA inspector, the last annual inspection on the airframe and engine was completed on October 1, 2014. The engine total time at the time of the accident was 2,069.2 hours, and the time since the last major overhaul was 67.4 hours.
Weather Conditions
According to the 0754 weather observation at Williamsport Regional Airport, located about 26 miles from the accident site, the temperature and dew point were 66°F and 61°F, respectively. According to the carburetor icing probability chart in FAA Special Airworthiness Information Bulletin CE-09-35 (Carburetor Icing Prevention), dated June 30, 2009, the temperature/dew point at the time of the accident was in the area of serious icing at glide power.