Green Valley, AZ, USA
N66705
Cessna 150M
The airplane veered off the runway during a go-around and descended to a collision with a dirt berm on the airport property. The certified flight instructor (CFI) and student were returning to the airport for a full stop landing. The CFI took control of the airplane on final and setup the configuration for landing with 30 degrees of flaps. A gust of wind caused them to drift off the centerline of the runway. The landing was not assured and the CFI committed them to a go-around. He said he did not raise the flaps because the airplane was continuing to descend. When the flight instructor knew a climb out was not possible, he kept the wings level and pitched the nose to the horizon for best airspeed. When a touchdown on the runway was no longer possible he banked to the left and impacted a dirt pile. The procedures written in the Pilot Operating Handbook state that the wing flap setting should be reduced to 20 degrees immediately after full power is applied on a go-around.
On May 7, 2006, about 0845 mountain standard time, a Cessna 150M, N66705, landed off the runway and collided with terrain at Green Valley, Arizona. The owner was operating the airplane under the provisions of 14 CFR Part 91. The certified flight instructor (CFI), and the student pilot, sustained minor injuries; the airplane sustained substantial damage. The local instructional flight departed Ruby Star Airport, Green Valley, Arizona, about 0700. Visual meteorological conditions prevailed, and no flight plan had been filed. The CFI submitted a written report. They were returning to the airport for a full stop landing. The student pilot had control of the airplane. He turned the base leg of the traffic pattern early and at a high altitude. The CFI assisted the student in losing altitude prior to turning final. The CFI took control of the airplane on final and configured the airplane for landing. He felt that the attitude was good and the landing was assured. He stated that immediately after lowering 30 degrees of flaps a gust of wind caused them to drift off the centerline of the runway. The CFI did not think a safe landing was assured and committed them to a go-around procedure. He executed the go-around by applying full power, enriching the mixture, and turning the carburetor heat off. He waited for the engine rpm to rise and kept his hand on the flap position lever. He waited to bring the flaps to 25 degrees until the lift increased. The CFI said he never got the positive rate of climb that he was waiting for. He never raised the flap lever due to the sink rate of the airplane and their close proximity to the ground. Due to rising terrain and low performance of the airplane, they were never able to execute a climb out. The instructor kept the wings level and pitched for the horizon for best airspeed results. He felt that he was past runway landing possibilities. He banked to the left and impacted a dirt pile before stopping suddenly in the brush. The pilot operating handbook states that during a go-around procedure, the wing flap setting should be reduced to 20 degrees immediately after full power is applied. When the airplane has reached a safe airspeed, the flaps should then be slowly retracted to the full up position. The CFI stated that the airplane and engine had no mechanical failures or malfunctions during the flight.
the failure of the certified flight instructor to retract the flaps to the proper go-around setting and to attain/maintain an adequate airspeed, which led to a stall/mush.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
