http://registry.faa.gov/N97592
NTSB Identification: ERA13LA269
14 CFR Part 91: General Aviation
Accident occurred Tuesday, June 04, 2013 in Elkton, KY
Probable Cause Approval Date: 12/11/2013
Aircraft: STINSON 108, registration: N97592
Injuries: 2 Minor.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
Following an uneventful full-stop landing, taxi back, and takeoff, the pilot continued around the airport traffic pattern and approached the runway for a second time, intending to perform a touch-and-go landing. The airplane subsequently touched down about one-third down the length of the runway. The pilot then increased engine power to full, and the airplane began to climb. As the airplane climbed, the pilot noted that the climb rate seemed to be slower than it was previously even though the engine appeared to be operating normally. The pilot continued the takeoff, but he then realized that the airplane would not be able to clear the trees, so he decided to land the airplane in a nearby field. During the landing, the airplane nosed over, resulting in substantial damage to the airframe. A postaccident examination of the engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
The atmospheric conditions at the time of the accident were conducive to serious carburetor icing at glide power settings. The pilot did not recall using carburetor heat during the approach to landing, and a postaccident examination of the airplane revealed that the carburetor heat control was in the "off" position. Therefore, it is likely that the airplane's carburetor accumulated ice during the approach to landing, which resulted in the observed partial loss of engine power during the subsequent climb. The application of carburetor heat during the approach could have prevented any initial accumulation of carburetor ice, and application subsequent to that point may have melted any previously accumulated ice and restored engine power.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to use carburetor heat during the approach to landing, which resulted in carburetor icing and a partial loss of engine power during a subsequent initial climb.
On June 4, 2013, about 1700 central daylight time, a Stinson 108, N97592, was substantially damaged during a forced landing shortly after takeoff from Standard Field (5KY4), Elkton, Kentucky. The commercial pilot and passenger incurred minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which was destined for Russellville-Logan County Airport (4M7), Russellville, Kentucky. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
The pilot stated that the purpose of the flight was to practice takeoffs and landings on the turf runway at 5KY4. Following an uneventful departure from 4M7 and full-stop landing at 5KY4, he taxied back, took off from runway 31, and entered the airport traffic pattern. During the next landing, the airplane touched down about one-third down the runway. Intending to perform a touch-and-go landing, the pilot increased engine power to full and the airplane began to climb back into the air.
During the climb, the pilot reported that the engine sounded normal and smooth, but that the climb rate seemed to be slower than it was previously. With about one-third of the runway remaining, the pilot confirmed the throttle position and the flap setting, and upon reaching the end of the runway, the pilot realized that "something was wrong." The pilot thought that the airplane might be able to climb above a line of trees located about 1,500 feet beyond the departure end of the runway, and he attempted to increase the climb rate by increasing the pitch angle. At an altitude of about 60 to 80 feet, and upon realizing that the airplane would not be able to clear the trees, the pilot turned the airplane left toward a field, and decreased the pitch angle.
The airplane descended and the pilot attempted to land the airplane in the soft ground of a corn field, however during the landing roll, the airplane nosed over, resulting in substantial damage to the airframe. When speculating about the partial loss of power during the climb, the pilot stated that the engine sounded normal throughout the climb, and did not exhibit a loss of rpm. He also stated that during the approach to landing that immediately preceded the accident takeoff, he did not recall utilizing the carburetor heat, and that carburetor icing was one possible explanation for the loss of power.
The weather conditions reported at Outlaw Field (CKV), Clarksville, Tennessee, located about 16 nautical miles southwest of the accident site, at 1653, included calm winds, 10 statute miles visibility, clear skies below 12,000 feet, a temperature of 27 degrees C, a dew point of 13 degrees C, and an altimeter setting of 29.99 inches of mercury. According to a carburetor icing probability chart published by the Federal Aviation Administration (FAA), the temperature and dew point conditions were conducive to the formation of serious carburetor icing at glide engine power settings.
Standard Field was comprised of a single turf runway that was 2,930 feet long by 75 feet wide at an elevation of 665 feet.
The pilot held a commercial pilot certificate with ratings for airplane single and multi-engine land, and instrument airplane. His most recent FAA third-class medical certificate was issued in April 2011. The pilot reported 1,033 total hours of flight experience, 3 hours of which were in the accident airplane make and model.
An FAA inspector examined the wreckage following the accident. According to the inspector, the engine remained intact with no noted breaches of the engine case. Continuity of the valvetrain was confirmed through limited rotation of the propeller. Four of the spark plugs were examined, and each exhibited normal wear with some residual carbon buildup. The gascolator to carburetor fuel hose contained fuel that was absent of contamination, and the carburetor fuel screen was absent of debris. All of the carburetor controls remained attached and functional. The carburetor heat control was found in the "off" position and functioned normally when actuated. No evidence of any pre-impact mechanical malfunctions or failures of the engine was noted.
The inspector also examined the airframe and noted that the primary and secondary flight controls operated normally, and that both wing fuel tanks contained adequate fuel.
According to the manufacturer's published operating limitations, during landing, the carburetor heat control should be placed fully on if possible icing conditions exist. Given the weather conditions at the time of the accident, the published takeoff distance and climb to an altitude of 50 feet, assuming the airplane was loaded to maximum gross weight, with the wing flaps retracted, and utilizing a hard-surface runway, was about 1,800 feet.
According to the FAA Pilot's Handbook of Aeronautical Knowledge, carburetor ice occurs due to the effect of fuel vaporization and the decrease in air pressure in the carburetor's venturi, which can cause a sharp temperature decrease in the carburetor. If water vapor in the air condenses when the carburetor temperature is at or below freezing, ice may form on the internal surfaces of the carburetor, including the throttle valve. This then restricts the flow of the fuel/air mixture and reduces engine power. Generally, the first indication of carburetor icing in an airplane with a fixed-pitch propeller is a decrease in engine rpm, which may be followed by engine roughness. Under certain conditions, carburetor ice can build unnoticed until power is added.
The handbook further described that carburetor heat is an anti-icing system that preheats the air before it reaches the carburetor, and is intended to keep the fuel/air mixture above the freezing temperature to prevent the formation of carburetor ice. Carburetor heat can be used to melt ice that has already formed in the carburetor if the accumulation is not too great, but using carburetor heat as a preventative measure is the better option.
NTSB Identification: ERA13LA269
14 CFR Part 91: General Aviation
Accident occurred Tuesday, June 04, 2013 in Elkton, KY
Aircraft: STINSON 108, registration: N97592
Injuries: 2 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On June 4, 2013, about 1700 central daylight time, a Stinson 108, N97592, was substantially damaged during a forced landing shortly after takeoff from Standard Field (5KY4), Elkton, Kentucky. The commercial pilot and passenger incurred minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which was destined for Russellville-Logan County Airport (4M7), Russellville, Kentucky. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
The pilot stated that the purpose of the flight was to practice takeoffs and landings on the turf runway at 5KY4. Following an uneventful departure from 4M7 and first landing at 5KY4, he taxied back, took off, and entered the traffic pattern. During the next landing, the airplane touched down about one-third down the runway. Intending to perform a touch-and-go landing, the pilot increased engine power to full and the airplane began to climb back into the air.
During the climb, the pilot reported that the engine sounded normal and smooth, but that the climb rate seemed to be slower than it was previously. With about one-third of the runway remaining, the pilot confirmed the throttle position and the flap setting, and upon reaching the end of the runway, the pilot realized that “something was wrong.” The pilot thought that the airplane might be able to climb above a line of trees located about 1,500 feet beyond the departure end of the runway, and he attempted to increase the climb rate by increasing the pitch angle. At an altitude of about 60 to 80 feet, and upon realizing that the airplane would not be able to clear the trees, the pilot turned the airplane left toward a field, and decreased the pitch angle.
The airplane descended and the pilot attempted to land the airplane in the soft ground of a corn field, however during the landing roll, the airplane nosed over, resulting in substantial damage to the airframe.
An examination of the wreckage was scheduled for a later date.
WKU alumnus Maj. Gen. Jerry D. Humble
Kentucky State Police Post 2 responded to a report of a plane crash yesterday in Todd County at approximately 5:00 p.m.
The plane, a 1946 Stinson 108, was piloted by Todd County Circuit Court Judge Tyler Gill, who was treated and released Tuesday night at Gateway Medical Center in Clarksville, Tenn.
WKU alumnus Maj. Gen. Jerry D. Humble, was a passenger on the plane, sustained no injuries, but was still treated and released at Gateway.
According to Jerry Humble’s wife Margaret, also a WKU graduate, there was an “undetermined loss of power” on the plane’s third takeoff that caused the plane to crash in a cornfield in Elkton.
Margaret said both men were treated and released last night from Gateway Medical Center.
“Both are okay, they’re sore and a little banged up,” Humble said. “They were released last night from their respective emergency rooms and they’re just fine.”
Jerry Humble retired as a two-star general in the United States Marine Corps in 2003.
A WKU graduate of 1969, Humble was inducted into the Hall of Distinguished Alumni in 2004 and serves on the W-club board of directors. In 1996, he was recognized by the National Sigma Chi fraternity headquarters as a significant Sigma Chi member at WKU.
The crash was reported before 5 p.m. in the area of Davis Mill Road in Elkton, which is near the Standard Field Airport.
Todd County Emergency Management Director Tim Pulley said the plane didn't have enough power to ascend after takeoff, and it crashed into a nearby field, ending up on its roof.
Two people were on board, including Circuit Court Judge Tyler Gill, according to Pulley.
Gill was injured, but the other person on board - whose identity has not been released - was uninjured.
Gill was transported to Gateway Medical Center with neck pain.
No other information has been released.
Kentucky State Police and the Todd County Sheriff's Department are investigating.
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