| Crash location | 39.961111°N, 82.540833°W |
| Nearest city | Hebron, OH
39.961731°N, 82.491268°W 2.6 miles away |
| Tail number | N443JF |
|---|---|
| Accident date | 31 Aug 2015 |
| Aircraft type | Ference John W Thatcher CX4A |
| Additional details: | None |
On August 31, 2015, about 1805 eastern daylight time, a kit-built Thatcher CX4A airplane, N443JF, impacted terrain following a loss of engine power after departing the Buckeye Airport (9OA5), Hebron, Ohio. The pilot received minor injuries and the airplane was substantially damaged. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight which operated without a flight plan. The local flight was originating at the time of the accident.
The pilot reported to the Federal Aviation Administration (FAA) Inspector, that shortly after takeoff, when the airplane was approximately 50 feet above ground level, the engine lost power. The pilot restarted the engine, but the engine again lost power. The airplane descended into a cornfield and came to rest in the upright position. The responding FAA inspectors noted substantial damage was sustained to the airplane's fuselage, wings, and right horizontal stabilizer. An examination of the airplane and engine FAA inspectors did not find any preimpact anomalies which would have precluded normal operation. The inspector noted that the engine control cables were routed close to the left rudder pedal. The engine's carburetor had recently been changed and the accident flight was the first flight since the maintenance. However, it could not determine if the control cables' location played a factor in the loss of engine power.
The nearest weather reporting facility was located at the Newark-Heath Airport, Newark, Ohio. At 1754, it recorded a wind from 240° at 4 knots, temperature 82° F, and dew point 68° F.
A review of the carburetor icing probability chart located in the FAA Special Airworthiness Information Bulletin CE-09-35, Carburetor Icing Prevention, found that the airplane was operating in an area conducive to the formation of serious icing at glide power.
The pilot did not submit an NTSB Form 6120, but stated he did not think that the location of the engine control cable contributed to the loss of engine power.
The loss of engine power for reasons that could not be determined because a postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation.