Partial Engine Power Loss After Takeoff at Camden Airport (VH-SWV)

Investigation Findings and Weather Conditions An examination of the aircraft by the operator did not identify anything that may have contributed to the engine power loss. The potential for induction icing to have led to the power reduction was considered. The relevant temperatures recorded by the Camden Airport automatic weather station at the time of the accident are shown below (Table 1).Table 1: Weather conditions at Camden AirportTimeTemperature (°C)Dew point Temperature (°C)110923.013.5111022.813.5111123.013.5111222.612.8111322.413.2111422.212.7111522.013.1The carburettor icing probability chart indicated that the probability of icing in the weather conditions at the time of accident was in the shaded royal blue area (orange dot in Figure 3). Therefore, moderate icing could be expected at cruise power setting and serious icing at descent power. The chart does not show icing probability at the higher take-off power setting at the time of the accident. However, based on the advice in the Lycoming service letter, the short period of operation at low power following the engine run-up and the icing probability chart, significant carburettor icing was considered unlikely.Irrespective of the cause of the power loss, this occurrence highlights the short period of time available to the pilot to respond and manage the situation. The ATSB has produced a booklet, Avoidable Accidents No. 3 - Managing partial power loss after take-off in single-engine aircraft,[7] aimed at increasing awareness among flying instructors and pilots of the issues relating to partial power loss after take-off in single-engine aircraft. The key messages from the booklet emphasise the following strategies to minimise the risk of harm following a partial or complete power loss:pre-flight decision making and planning for emergencies and abnormal situations for the particular aerodromeconducting a thorough pre-flight and engine ground run to reduce the risk of a partial power loss occurringtaking positive action and maintaining aircraft control either when turning back to the aerodrome or conducting a forced landing until on the ground, while being aware of flare energy and aircraft stall speeds.On this occasion, the pilot maintained control of the aircraft throughout the emergency and acted decisively when it became apparent that there was insufficient engine power to return to the runway.