| Crash location | 41.619723°N, 75.591111°W |
| Nearest city | Clifford, PA
41.666747°N, 75.626299°W 3.7 miles away |
| Tail number | N83826 |
|---|---|
| Accident date | 06 Aug 2012 |
| Aircraft type | Aeronca 7AC |
| Additional details: | None |
On August 6, 2012, about 1720 eastern daylight time, an Aeronca 7AC, N82836, experienced a partial loss of engine power after takeoff from the Ashlawn Airport (3PN1), Clifford, Pennsylvania. The pilot subsequently landed in a grassy area parallel to the departure runway. The commercial pilot was not injured. The airplane sustained substantial damage to the fuselage and gear attach points. The airplane was registered to, and operated by, a private individual under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan had been filed for the local flight.
According to the pilot, he departed in a northerly direction and about 100 feet above ground level the engine lost partial power. He attempted to turn 180 degrees and land on the runway in the opposite direction; however, due to the close proximity to the ground, he elected to land approximately 60 feet to the west and parallel to the runway in a field.
During the landing, the landing gear collapsed and the aircraft came to rest upright in the tall grass. The fuselage and gear attach points sustained substantial damage.
Postaccident examination of the engine by a Federal Aviation Administration inspector revealed that continuity was confirmed throughout the engine from the propeller hub to the rear accessory pad. Fuel was present in the fuel lines, the fuel screen was clear, and the fuel was devoid of water. Thumb compression was confirmed on all cylinders; however, the aft two cylinders were weak in compression. Examination of the bottom spark plugs revealed that at least one of the aft spark plugs was oily.
According to the pilot, the airplane's engine was a Continental Motors A-65-8, 65-hp engine that had 2,860 total time in service, 730 flight hours since overhaul, and 72 flight hours since its most recent inspection.
The carburetor icing probability chart from DOT/FAA/CT-82/44 Publication revealed a probability of serious icing at glide power at the temperature and dew point reported at the time of the accident.
Partial loss of engine power for reasons that could not be determined because postaccident examination did not reveal any anomalies that would have precluded normal operation.