Accident
On January 3, 2016, at 1445 central standard time, a Cessna 170B single-engine airplane, registration N3035A, impacted terrain following a loss of engine power during takeoff from McCampbell-Porter Airport (TFP) in Ingleside, Texas. The two private pilots on board were not injured. The airplane sustained substantial damage to the fuselage and left wing. The airplane was registered to and operated by a private individual as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight was originating at the time of the accident.
Pilot's Actions
According to the pilot, the engine cylinders had been replaced prior to the accident flight, and the purpose of the flight was to continue the cylinder break-in period. The break-in procedures called for lower cylinder head temperatures, as practical, and less than full power at the beginning of takeoff. The engine run-up and propeller check were completed during taxi to minimize ground run-up. The engine break-in procedures stated: "Start engine, run up normally, taxi and takeoff immediately. (Minimize ground time.)"
After engine start, no anomalies were noted. During takeoff, engine power was set to 2,500 RPM. About 100 feet above ground level, the pilot slowly reduced RPM and reduced manifold pressure to about 65 percent power. Approximately 200 feet above ground level during a shallow climb and right turn, the engine lost partial power. The engine briefly regained some power, then lost power again. The pilot executed a forced landing in mesquite tree covered terrain. The pilot stated he believed the engine lost power due to carburetor ice.
Weather
At 1535, the TFP automated weather observing system reported wind from 310 degrees at 5 knots, visibility 10 miles, sky overcast at 4,800 feet, temperature 9 degrees Celsius, dew point 5 degrees Celsius, and altimeter setting of 30.24 inches of mercury.
Post-Accident Examination
After the airplane was recovered from the accident site, the engine was functionally tested at various power settings for about 5 minutes, and a magneto check was performed. No anomalies were noted during the engine functional test. The Federal Aviation Administration carburetor icing probability chart showed a probability of serious icing at cruise power at the temperature and dew point reported at the time of the accident.