CONESUS, NY, USA
N8376J
Cessna 150G
The pilot/owner initiated a takeoff from a grass field that was 1,100 feet in length. He said he deployed 10 degrees of flaps and used a soft field technique for takeoff. The pilot said the airplane produced full power during the takeoff roll and climbed immediately after takeoff. However, the airplane was unable to climb over the obstacles at the departure end of the runway. The airplane struck wires, collided with terrain, and came to rest inverted. The pilot reported that there were no mechanical deficiencies with the airplane. Examination of the airplane by FAA inspectors revealed the wing flaps were in the fully retracted position. Interpolation of performance charts in the owner's manual revealed that the total takeoff distance required to clear a 50-foot obstacle was 1,671 feet.
On September 19, 2000, at 1438 eastern daylight time, a Cessna 150G, N8376J, was substantially damaged during a collision with wires and terrain after takeoff from a private grass strip in Conesus, New York. The certificated private pilot/owner and passenger were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91, destined for Rochester, New York. In a written statement, the pilot stated that the grass strip was 1,000 to 1,200 feet in length and 50 feet wide. He said he performed an aerial reconnaissance of the strip prior to landing, and an inspection of the strip prior to takeoff. The pilot said he taxied the airplane to the north end of the strip for departure to the south, and completed an engine run-up prior to takeoff. He said: "Nothing abnormal was noticed and I then began to complete a soft/short field takeoff by using 10 degrees of flaps, holding the brakes with full power, and holding the yoke all the way back. When the brakes were released, the nose wheel almost instantly rose and plane began to accelerate normally. The airplane became airborne about halfway down the runway and I began to fly normally at Vx (best angle of climb). I left ground effect and continued to climb normally and then, with no change in engine performance, I noticed a loss of lift. I had to increase the angle of attack with full power still in to maintain altitude. "I remained unable to climb and continued to get closer to the trees at the south end of the strip. I banked to the left (east) because the terrain rose rapidly to the right (west) and the airplane still would not climb. I started to get closer to power lines, but thought I would have enough room ahead of me to climb above them. The plane did not climb high enough and I stalled the plane into the power lines, which then put the plane into the ground nose first." Several witnesses provided written statements. According to a property owner adjacent to the strip: "He taxied down... turned around and took off south. He really got his engines going - then he took off. Everything looked fine. We watched him take off, they went up in the air, and he went to turn left (east) so he could go back north. I saw the plane hit the utility wires. It looked like the wing hit. We saw it overturn and go down and we lost sight of it." In a written statement, the passenger said: "Take off seemed normal. We were headed south and he started to make his turn to go north. We turned left - to the east - and the wind shifted. It felt like the plane was being pulled. Next thing I know - We hit the power lines and fell to the ground." According to another witness: "I observed a white and blue single engine airplane flying very low. I would say it was definitely below 300 [feet]. The plane caught my eye because I thought it was flying recklessly. The plane would bank so far to the right that the wings were straight up and down. It would then level out and then would bank hard to the left and do the same thing." The pilot was issued a private pilot certificate in December 1998, with a rating for airplane single-engine land. He reported 433 hours of flight experience, 380 hours of which were in the Cessna 150. The pilot was issued a Federal Aviation Administration (FAA) third class medical certificate on September 18, 2000. The airplane's most recent annual inspection was performed April 4, 2000, and the airplane accrued 69.6 hours since that date. The pilot/owner reported that there were no mechanical deficiencies with the airplane. Examination of the airplane by FAA inspectors revealed the wing flaps were in the fully retracted position. Interpolation of performance charts in the Cessna 150 owner's manual revealed that the total takeoff distance required to clear a 50-foot obstacle was 1,671 feet. Weather reported at Rochester, New York, included calm winds with scattered clouds at 20,000 feet. The temperature was 77 degrees and the dewpoint was 57 degrees.
the pilot's inadequate preflight performance planning.
Source: NTSB Aviation Accident Database
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