Castroville, TX, USA
N11467
CESSNA 150L
The airplane had been observed performing a high speed taxi on the full length of runway 15 prior to returning to the ramp, where the engine remained operational while additional checks and visual inspections were conducted. A second attempt was made to continue the training flight. A witness reported observing the airplane as it departed, lifting-off the runway near the first taxiway intersection, and noted that it appeared that the airplane was in a pronounced nose-high attitude and the airplane was "mushing along" the entire length of the runway, while slowly gaining altitude. Witnesses also noted that the airplane managed to attain an altitude between 150 and 200 feet above the ground, then observed the nose of the airplane pitch-up, followed by the airplane entering an abrupt right bank prior to assuming a near vertical nose-down attitude to ground impact. A witness, who was in the traffic pattern at the airport, reported that she heard a mayday call from the accident airplane that reported "mayday, mayday, we've lost power, we're going down." Flight and engine control continuity was established at the accident site. No anomalies were found with the engine that could have prevented normal flight. The airplane was found to be within weight and balance limits. The density altitude was calculated by the investigator in charge at 2,732- feet.
HISTORY OF FLIGHT On October 7, 2007, at 1222 central daylight time, a single-engine Cessna 150L airplane, N11467,was destroyed upon impact with terrain following a loss of control during the initial takeoff climb from Runway 15 at the Castroville Municipal Airport (T89), near Castroville, Texas. The airplane was registered to, and operated by the pilot. The flight instructor and the private pilot receiving instruction were fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the 14 Code of Federal Regulations Part 91 flight. The local training flight was initiating at the time of the accident. Several witnesses at or near the airport reported that the engine of the airplane "did not sound right during run-up and spent a long time running on the ground prior to taking off." One witness noted that the airplane took the active runway and taxied the entire length of the runway and returned to the ramp, were the engine remained operational for an additional period of time prior to taking the runway a second time for the departure. Another witness reported observing the airplane as it departed, lifting-off the runway near the first taxiway intersection, and noted that it appeared the airplane was in a pronounced nose-high attitude and the airplane was "mushing along" the entire length of the runway, while slowly gaining altitude. Witnesses also noted that the airplane managed to attain an altitude between 150 and 200 feet above the ground, then observed the nose of the airplane pitch-up, followed by the airplane entering an abrupt right bank and the airplane assumed a near vertical nose-down attitude to ground impact. Another witness, who was in the traffic pattern at the airport, reported that she heard a mayday call from the accident airplane that reported "mayday, mayday, we've lost power, we're going down." INJURIES TO PERSONS Both occupants of the single-engine airplane were fatally injured. There were no injuries to anyone on the ground. DAMAGE TO AIRCRAFT The airplane was destroyed by the impact forces. PERSONNEL INFORMATION The non-instrument rated private pilot receiving instruction was the owner of the airplane. She had been flying since September 10, 2002, and had accumulated approximately 135 hours of flight time. Her last biennial flight review was completed on the accident airplane on April 30, 2005. AIRCRAFT INFORMATION The 1974-model Cessna, serial number 150-75442, received its last annual inspection on May 9, 2007, at 3,873.39 hours. The airplane was reported to have been purchased by the pilot in 2004, however, the registration was not recorded until August 2, 2007. The pilot's father reported that her daughter had recently paid-off the loan on the airplane. The last known flight of the airplane was a local test flight completed on June 3, 2007, following the last inspection. The maintenance records were reviewed by an FAA inspector following the mishap. No discrepancies were found that could have contributed to the accident. The engine installed on the airplane was found to be the original engine installed at the factory and the recording tachometer is also original equipment. Based on the last tachometer reading on May 9, 2007, the airplane and engine had accumulated a total of 3,873.39 hours. The O-200-A Continental engine, serial number 251294-A-48, has a recommended TBO of 2,000-hours. The engine had accumulated a total of 1,606.08 hours since major overhaul, and 44.39 hours since top overhaul. METEOROLICAL INFORMATION The recorded weather conditions at Kelly Air Force Base (KSKF), located 18 nautical miles east of the accident site, were reported at 1155 as few clouds at 1,000-feet, scattered clouds at 4,000-feet, visibility of 10 statute miles, winds from 130 degrees at 4 knots, temperature 27 degrees Celsius, with a dew point of 21 degrees Celsius. The density altitude was calculated by the investigator in charge at 2,732-feet. AERODROME INFORMATION The Castroville Municipal Airport (T89) is an uncontrolled airport managed by the City of Castroville. The airport features a single 4,600 feet long, by 75 feet wide asphalt runway (15/33) at an elevation of 771 feet mean sea level. Unicom service is provided on 122.8. The airport has 3 published instrument approach procedures. Both pilots were described as being very familiar with the airport and its traffic. WRECKAGE AND IMPACT INFORMATION The airplane impacted the ground in a near nose-down vertical attitude on a measured magnetic heading of 052 degrees, bounced back a measured 15 feet 6 inches, and came to rest on a measure heading of 045 degrees. The ground was level with tall grass and some brush. The elevation at the accident site was 760 feet above sea level. The accident site was located a measured 1,311-feet south of the extended centerline of the departure end for Runway 15. All flight controls surfaces were accounted for at the accident site and remained attached to their respective airfoils. Flight control continuity was established at the accident site. The flaps and the flaps actuators were found in the retracted position. The elevator trim tab actuator was found in the neutral to slightly nose-up trim position. The fuselage was found buckled in the area aft of the baggage compartment. The fuel selector was found in the "on" position. No evidence of fuel blockage was found within the fuel system. Both fuel caps were vented and several gallons of clear blue fuel were found in both tanks. The mixture control was found in the full-rich position, and the fuel primer was found in the locked position. The fuel on board was estimated as a total of 15 gallons. The airplane was last refueled at the Castroville Airport during May 2007. Fuel samples were taken from each fuel cell as well as both tanks at the Castroville Airport. The samples were reported to meet ASTM D-910 specifications for aviation fuel. The fuel samples tested did not show any sign of contamination. The 100-horsepower engine was inspected on-site. The engine was pushed into the cabin area and remained partly attached to the airframe. Engine control continuity was established. Both magnetos and the magneto switch were removed from the airplane and bench tested at an overhaul facility. Both magnetos produced strong sparks at all terminals. Valve train continuity was established when the engine was turned over by hand. Clean fuel was found in the impact-damaged carburetor bowl and the accelerator pump expelled fuel when actuated by hand. The fuel inlet screen was removed and inspected. The screen was found to be undamaged and free of debris. The McCauley fixed-pitch propeller assembly had impact damage and the crankshaft propeller flange was separated near its radius. The propeller spinner had signs of impact damage. One blade of the propeller had a slight S-bending with some leading edge scratches. The other propeller blade had aft bending and the chambered face of the blade had signs of chord wise scratches from the mid section to the tip of the propeller. The on-site inspection of the engine did not reveal any abnormalities that would have prevented normal engine operation. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy and toxicological examination was requested and performed on the pilot. Toxicological tests were performed by the Civil Aeromedical Institute in Oklahoma City, Oklahoma. Toxicological tests were negative. FIRE There was no post impact fire. SURVIVAL ASPECTS. The airplane was found to have been modified with the installation of four-point shoulder harnesses system. The investigation revealed that the system was properly installed and functional. The pilot occupying the right seat had the shoulder harness and lap belt fastened during the accident sequence; however, the left seat pilot did not appear to be wearing the system at the time of the accident. ADDITIONAL INFORMATION Weight and balance calculations were made by the investigator in charge. Based on a reported empty weight of 1,121.40 pounds, and a useful load of 478.6 pounds, the airplane was found to be approximately 5 pounds under the gross weight at the time of the accident (assuming 15 gallons of fuel on board and crew weights of 211 and 165 respectively). The wreckage of the airplane and all the logbooks and supporting documents were released to the owner's representative upon completion of the investigation. No parts or equipment were retained.
Loss of engine power for undetermined reasons and the pilot receiving instruction's failure to maintain aircraft control resulting in the stall. A factor contributing to the accident was the instructor pilot's delayed remedial action.
Source: NTSB Aviation Accident Database
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