SAN DIEGO, CA, USA
N29717
COOPRIDER WOODY'S PUSHER 1972
PRIOR TO DEPARTURE, VISIBLE MOISTURE AND CARBURETOR ICING CONDITIONS PREVAILED. THE PILOT REPORTED A LENGTHY GROUND RUN AND EXTENDED TAXI TIMES. THE CARBURETOR AIR BOX AND INTAKE SYSTEM WAS A NONSTANDARD CONFIGURATION. AFTER DEPARTURE, THE ENGINE LOST POWER ABOUT 100 FEET ABOVE THE GROUND, AND THE PILOT APPLIED CARBURETOR HEAT WITHOUT SUCCESS. THE PILOT SELECTED AN EMERGENCY LANDING AREA IN A CORN FIELD ADJACENT TO THE RUNWAY. A POSTCRASH EXAMINATION OF THE ENGINE AND CARBURETOR FAILED TO IDENTIFY ANY MALFUNCTION. THE PILOT REPORTED THAT THE ACCIDENT WAS DUE TO CARBURETOR ICE.
On November 13, 1993, at 0730 hours Pacific standard time, a homebuilt Cooprider, Woody's Pusher 1972, N29717, crashed during the initial takeoff climb from runway 26R at Brown Field, San Diego, California. The amateur-built experimental airplane was being operated as a visual flight rules (VFR) personal flight in the local area when the accident occurred. The airplane, operated by the pilot, was substantially damaged. The certificated private pilot, the sole occupant, was not injured. Visual meteorological conditions prevailed. The pilot reported that he conducted a lengthy ground run and extended taxiing prior to takeoff. After lift-off, the engine lost power and would only produce about 1,500 rpm. The airplane was about 100 feet above the ground and the pilot pulled the carburetor heat control to the "on" position. There was insufficient runway remaining to abort the takeoff. The pilot selected an open cultivated field left of the runway extended centerline as a landing area rather than attempt to return to the airport. The pilot indicated that visible moisture was present. An airworthiness inspector, Federal Aviation Administration, San Diego Flight Standards District Office, examined the airplane. He reported that the airplane's carburetor air box had been modified from a standard configuration. Fuel was present in the carburetor, and the accelerator pump functioned properly. The magnetos produced spark at all leads. According to the pilot/operator report submitted by the pilot, the airplane and engine had accumulated a total time in service of 1,800 flight hours. A 100-hour inspection was completed on March 6, 1993, 43.76 hours before the accident. The closest official weather observation station is Brown Field. At 0754 hours, a surface observation was reporting in part: Sky condition and ceiling, 3,000 feet scattered; visibility, 20 miles; temperature, 52 degrees F; dew point, 48 degrees F; wind, 140 degrees at 5 knots; altimeter, 29.91 inHg. According to carburetor icing charts, the temperature/dew point temperature range is conducive for serious icing conditions at any power setting.
a delay in the application of carburetor heat by the pilot-in- command. Carburetor icing conditions were a factor in this accident.
Source: NTSB Aviation Accident Database
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