Accident Overview
On April 26, 2025, about 1030 eastern daylight time, a Champion 7GCBC, registration N9117L, was substantially damaged during a forced landing near Weyers Cave, Virginia. The flight instructor and commercial pilot receiving instruction were not injured. The airplane was being operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.
Flight Details
The flight instructor reported that the purpose of the flight was for the commercial pilot to obtain currency in tailwheel airplane takeoffs and landings. The airplane departed with 16 gallons of fuel and remained in the airport traffic pattern at Shenandoah Valley Regional Airport (SHD), Weyers Cave, Virginia. The first takeoff and landing were uneventful. During the second approach, while abeam the runway numbers, the pilot receiving instruction reduced engine power, applied carburetor heat, and began a descent. When the airplane turned from base leg to final leg at about 600 ft above ground level (agl), the instructor advised the pilot to increase engine power to maintain the proper glidepath. At that time, the pilot reported that the engine was not responding to throttle input, and the instructor took control of the airplane.
The flight instructor lowered the nose to maintain airspeed and verified that the fuel, mixture, primer, switches, and carburetor heat controls were in the correct position. About 300 ft agl, the instructor determined that the airplane was too low to clear a road and guardrail just before the runway, so he chose to turn right to land in a field. During the landing, the airplane struck a wire fence, the right main landing gear collapsed, and the airplane came to rest on its right wing.
Wreckage Examination
Examination of the wreckage revealed substantial damage to the right wing and fuselage, and confirmed that adequate fuel remained onboard. The carburetor heat control was found in the mid-range position, but the airbox had sustained some impact damage. The engine was later examined in a hangar with a representative from the engine manufacturer. No anomalies were found with the engine other than the carburetor heat control and valve being in the mid-range position. When the propeller was rotated by hand, continuity of the crankshaft, camshaft, and valvetrain was confirmed to the rear accessory section, and thumb compression was attained on all cylinders. Fuel remained in the carburetor bowl and gascolator, and it was absent of debris.
Carburetor Icing Risk
A comparison of the recorded temperature and dew point about the time of the accident with the carburetor icing probability chart from FAA Special Airworthiness Information Bulletin CE-09-35 indicated a risk for “Serious Icing” at glide power. Lycoming Service Instruction 1148C, Use of Carburetor Heat Control, includes a warning that caution must be exercised when operating with partial heat on aircraft that do not have a carburetor air temperature gauge, and that either full heat or no heat should be used on such aircraft. The accident airplane was not equipped with a carburetor air temperature gauge.