Matthews, NC, USA
N1193Y
Cessna 150
The student pilot was conducting a local, solo flight. He reported that all ground operations were normal and that no water was found in the fuel during the preflight inspection. He took off with full tanks of fuel. About 40 minutes into the flight and about 1,800 ft mean sea level, he noticed that the airplane was "sluggish" and would not "maintain lift," but all engine indications were normal, and he noted no sputtering or hesitation. The pilot applied carburetor heat, and the engine speed dropped by about 300 rpm. Because the airplane continued to fly sluggishly, the pilot turned off the carburetor heat and then decided to conduct a forced landing in a grass field, during which the airplane nosed over and came to rest inverted. Examination of the airframe and engine did not reveal evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. The pilot reported that there were no mechanical issues with the airplane during the flight and that the engine could produce 2,750 rpm (the maximum-rated rpm) at full power. He added that the high ambient temperature of 100°F and the full fuel load may have contributed to the airplane's sluggishness. A review of the student's logbook revealed that he had received only 3.1 hours of dual instruction and 15 hours of solo flight experience and that he did not have an instructor's endorsement to fly solo. The student's lack of training and experience likely contributed to his perception that there was a performance problem with the airplane.
On July 26, 2018, about 1900 eastern daylight time, a Cessna 150B, N1193Y, was substantially damaged during a precautionary landing in Matthews, North Carolina. The student pilot was not injured. The airplane was operated by the pilot under the provisions of Title 14 Code of Federal Regulations part 91 as a solo-instructional flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight that originated at Wilgrove Air Park (8A6), Charlotte, North Carolina at 1810.The pilot reported that the preflight procedures, taxi, takeoff, and departure were uneventful. The fuel tanks were full and no water was noted. About 40 minutes into the flight, about 1,800 feet above mean sea level, he noticed that the airplane was "sluggish" and would not "maintain lift." The engine indications were normal with no sputtering or hesitation noted. He applied carburetor heat and the engine speed dropped about 300 rpm. The airplane was still sluggish, so he turned off the carburetor heat. Since the airplane continued to fly sluggishly, the pilot decided to land the airplane in a grass field adjacent to a church. During the landing rollout, the airplane nosed over and came to rest, inverted. The pilot reported in a postaccident interview and a written statement that there were no mechanical issues with the airplane in flight, and the engine would produce 2,750 rpm at full power. He also reported that the high ambient temperature (100°F) and the full fuel tanks may have contributed to the airplane's sluggishness. An inspector with the Federal Aviation Administration (FAA) responded to the accident site and examined the wreckage. He reported that the wings and fuselage sustained structural damage. His examination of the airframe and engine did not reveal evidence of a mechanical malfunction or failure that would have precluded normal operation. The pilot held a student pilot certificate and reported 3.1 hours of dual instruction and 15 hours of solo flight time. He did not have an instructor's endorsement to operate the airplane in solo flight. The FAA inspector reviewed his pilot logbook and reported that there were "severe training deficiencies."
The student pilot's improper decision to conduct a solo flight without an endorsement to do so and to perform an off-airport landing based on a perceived performance issue with the airplane. Contributing to the accident was the pilot's lack of training and overall experience.
Source: NTSB Aviation Accident Database
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