On June 28, 2006, approximately 1144 Pacific daylight time, an Aeronca 7AC airplane, N243K, was substantially damaged during a forced landing near Snohomish, Washington. The airplane was registered to and operated by a private individual. The certificated airline transport pilot, sole occupant of the airplane, was seriously injured. Visual meteorological conditions prevailed for the personal flight, which was conducted in accordance with 14 CFR Part 91, and a flight plan was not filed. The airplane had departed Harvey Field, Snohomish, Washington, approximately 15 minutes prior to the accident. Use your browsers 'back' function to return to synopsisReturn to Query Page
According to the Pilot/Operator Aircraft Accident/Incident Report (NTSB Form 6120.1/2), and in telephone conversations with the NTSB investigator-in-charge (IIC), the pilot reported that he had completed one takeoff and landing on Runway 32R, which was uneventful. The pilot stated that on the second takeoff, while climbing through approximately 400 feet above the ground, the airplane experienced a total loss of engine power. The pilot reported that he then initiated a 180-degree turn to the left in an attempt to land on Runway 14R. The pilot further reported that after touching down on the turf runway with a tailwind and about 300 feet from the end of the runway, he observed that there wasn't enough runway to stop and the braking was not sufficient. The pilot stated that the airplane went through a fence bordering the runway on the south before crossing the airport perimeter road and impacting a berm, which resulted in the airplane nosing over and coming to rest inverted.
In a report filed with a local law enforcement agency, a witness stated that while at the airport watching airplanes taking off she noticed the accident airplane taking off and then heard the engine "sputter quite loudly." The witness reported she then lost sight of the airplane and did not see it physically land or crash.
On July 10, 2006, the IIC and a Federal Aviation Administration airworthiness inspector performed a detailed examination of the wreckage. The examination of the engine and airplane failed to reveal any anomalies which would have precluded normal operations.
At 1153, the weather reporting station at Paine Field, Everett, Washington, located approximately 7 nautical miles west of the accident site, reported wind calm, visibility 10 statute miles, sky clear, temperature 17 degrees C, dew point 10 degrees C, and an altimeter setting of 30.11 inches of Mercury.
According to the Carburetor Icing Probability chart, the temperature and dew point spread indicated moderate icing was possible at cruise power or serious icing at descent power. No mechanical malfunctions were reported by the pilot.