CASCADE LOCKS, OR, USA
N4714
Fairchild 24G
While en route to his final destination, the pilot found it necessary to land at an alternate airport when he encountered rain, low clouds, and reduced visibility. After waiting on the ground for about four hours, during which it rained at least half the time, the pilot received a weather update that indicated he could continue on to his ultimate destination. After performing a run-up and waiting for two accompanying aircraft to depart, the pilot began his takeoff roll in what was reported as damp, humid air of about 68 degrees Fahrenheit. After climbing to about 200 feet AGL, the engine started to lose power, but because he was in a full-power climb, the pilot elected not to apply carburetor heat. Soon thereafter, the engine began to run rough, and the pilot initiated a turn back toward the runway. About the time he completed 90 degrees of the turn, the engine experienced a complete loss of power. A post accident inspection of the engine found no pre-impact anomalies or contamination that would have lead to a loss of power.
On August 18, 2000, approximately 1600 Pacific daylight time, a Fairchild 24G, N4714, was ditched in the waters of the Columbia River, after the engine experienced a complete loss of power during climb-out from Stevenson State Airport, Cascade Locks, Oregon. The airline transport pilot and his passenger were not injured, but the aircraft, which was owned and operated by the pilot, sustained substantial damage. The 14 CFR Part 91 personal pleasure flight, which was en route to Evergreen Airport, Vancouver, Washington, was being operated in visual meteorological conditions. No flight plan had been filed, and there was no report of an ELT activation. According to the pilot, he was part of a three-aircraft flight from Nampa, Idaho, to Vancouver, Washington. While en route, the flight encountered rain, low clouds, and reduced visibility, and therefore elected to stop at the Cascade Locks Airport until the weather en route to their destination improved. For at least half of the four hours the aircraft were on the ground, rain or light mist continued to fall. After receiving a positive weather report for the remainder of their route, the three pilots started their aircraft and taxied out for departure. After completing a run-up check and waiting for the other two aircraft to depart, the subject aircraft started its takeoff roll. The engine appeared to produce normal power during the takeoff and into the initial part of the climb, but by the time the aircraft reached 200 feet above ground level (AGL), the engine began to lose power. Because he was in a full-power climb, the pilot elected not to apply carburetor heat, and soon thereafter, the engine began to run rough. The pilot therefore began a left turn in order to return to the field, but by the time the aircraft was halfway through the turn, the engine experienced a complete loss of power. Knowing that he could not safely reach the airport, the pilot rolled out of the turn and set up for ditching near the shore of the river. After the aircraft touched down in the water, the pilot and his passenger exited through the pilot-side door and were picked up by a passing boat. A post-accident inspection of the engine did not reveal any evidence of pre-impact mechanical anomalies or contamination that would have lead to a loss of power. Although there was no weather reporting station within 45 miles of the accident site, witnesses reported that at the time of departure, the air was still quite damp and humid. A two-degree temperature-dew point spread was reported about an hour after the accident at Troutdale Airport, which is located about 45 nautical miles west of Cascade Locks. The temperature at the time of the accident was estimated to be about 68 degrees Fahrenheit.
The pilot's failure to apply carburetor heat after experiencing a partial power loss while flying under conditions conducive to the formation of carburetor ice. Factors include the presence of carburetor icing conditions and an expanse of water (Columbia River) off the departure end of the runway.
Source: NTSB Aviation Accident Database
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