Event CHI00LA162

Factual narrative

On June 4, 2000, at 0942 central daylight time, an Ercoupe 415-C, piloted by a private pilot, sustained substantial damage during an overrun following a loss of engine power on initial climb from runway 12 (2,940 feet by 100 feet, wet asphalt) at the Joliet Regional Airport, Joliet, Illinois. The aircraft was performing touch and go landings at the time of the accident. The pilot and his one passenger reported no injuries. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 personal flight was not on a flight plan. The local flight originated at 0900. In a written statement, the pilot said that he had just performed a touch and go and was on initial climb out, at approximately 100 feet above ground level, when the engine "... suddenly stopped running." The pilot said that there was only "... enough alt[itude] and time to try and land on the runway." The pilot said that they landed on the runway with approximately 100 feet of runway remaining. The aircraft went off the end of the runway and came to rest in a ditch approximately 200 feet from the departure end of the runway. An instruction manual for the aircraft states that, "when the throttle is fully closed, carburetor air heat is applied automatically through a linkage connected with the throttle arm. From half throttle to full throttle, cold air is fed automatically to the engine. However, a manual control is also provided and can be used to keep hot air feeding to the carburetor at more than half throttle setting when icing conditions prevail." A copy of the instruction manual is appended to this report. A postaccident examination of the aircraft and engine failed to reveal any anomalies that could be associated with a preexisting condition. A weather report for the accident airport reported, approximately 40 minutes after the accident, a temperature of 14 degrees Celsius, and the dewpoint of 14 degrees Celsius. A carburetor icing probability chart from Transport Canada indicates that a temperature of 14 degrees Celsius, and a dewpoint of 14 degrees Celsius is in the range of serious carburetor icing potential at any power setting. Federal Aviation Administration Advisory Circular (AC) 20-113 states that, "the effect of throttle icing is a progressive decline in the power delivered by the engine." The aircraft lost engine power on initial climb following a touch and go. The aircraft was landed on the remaining runway but went off the end and came to rest in a ditch. The pilot said that, at approximately 100 feet above ground level, the engine '... suddenly stopped running.' An instruction manual for the aircraft states that, 'when the throttle is fully closed, carburetor air heat is applied automatically through a linkage connected with the throttle arm. From half throttle to full throttle, cold air is fed automatically to the engine. However, a manual control is also provided and can be used to keep hot air feeding to the carburetor at more than half throttle setting when icing conditions prevail.' A postaccident examination of the aircraft and engine failed to reveal any preexisting anomalies. A weather report for the accident airport reported a temperature of 14 degrees Celsius and a dewpoint of 14 degrees Celsius. A carburetor icing probability chart from Transport Canada indicates that a temperature of 14 degrees Celsius, and a dewpoint of 14 degrees Celsius is in the range of serious carburetor icing potential at any power setting. A Federal Aviation Administration Advisory Circular states that, 'the effect of throttle icing is a progressive decline in the power delivered by the engine.' Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12