CEN12LA103

Factual narrative

On December 9, 2011, at 1530 central standard time, a Beech model C23 airplane, N6717K, was substantially damaged during a forced landing at Watertown Regional Airport (KATY), Watertown, South Dakota. The student pilot was not injured. The airplane was registered to and operated by Lake Area Technical Institute under the provisions of 14 Code of Federal Regulations Part 91. Day visual meteorological conditions prevailed for the flight, which was operated without a flight plan. The local flight was originating at the time of the accident. The student pilot reported that there were no anomalies with the engine operation during a before-takeoff engine check or when he applied power for takeoff. He stated that shortly after liftoff, about 50 to 100 feet above the runway, the engine suddenly lost power. He immediately performed a landing on the remaining runway. The airplane touched down hard and then bounced several times before the nose and right main landing gear collapsed. The airplane then swerved to the right and collided with a lighted runway identification sign before coming to a stop. The firewall and wings were substantially damaged during the hard landing. The student pilot stated that after the accident he was asked by first responders to reposition the fuel selector and the electrical system master switch to "off" positions. The engine, a Lycoming model O-360-A4K, serial number L-27560-36A, had accumulated 110.7 hours since its last major overhaul, which was completed on April 12, 2011. A postaccident examination revealed that the carburetor and gascolator bowls contained fuel with no evidence of water contamination. There were no obstructions of the flexible induction tubing from the air filter housing to the carburetor. Mechanical continuity was confirmed from the cockpit engine controls to their respective engine components. The engine primer was full forward and locked. The carburetor heat control was not engaged. The magnetos were adequately secured to the accessory section and provided spark when rotated. The spark plugs were removed and exhibited features consistent with normal engine operation. The accident engine subsequently demonstrated the ability to produce rated horsepower during a postaccident operational test run. At 1553, the airport's automated surface observing system reported the following weather conditions: wind 270 degrees at 13 knots; visibility 10 miles; clear skies; temperature -10 degrees Celsius; dew point -21 degrees Celsius; altimeter setting 30.29 inches of mercury. The carburetor icing probability chart included in Federal Aviation Administration Special Airworthiness Information Bulletin No. CE-09-35, Carburetor Icing Prevention, indicated that there was no significant risk of carburetor ice accumulation at any engine power setting. The student pilot reported that there were no anomalies with the engine operation during a before-takeoff engine check or when he applied power for takeoff. He stated that shortly after liftoff, about 50 to 100 feet above the runway, the engine suddenly lost power. He immediately performed a landing on the remaining runway. The airplane touched down hard and then bounced several times before the nose and right main landing gear collapsed. The accident engine demonstrated the ability to produce rated horsepower during a postaccident operational test run. A postaccident examination failed to reveal any anomalies that would have prevented normal engine operation. Additionally, there was no significant risk of carburetor ice accumulation at any engine power setting. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

FAA avdata. C = Cause, F = Factor.

• C Not determined-Not determined-(general)-(general)-Unknown/Not determined - C