ENGLEWOOD, FL, USA
N6630F
Cessna 150F
The pilot stated after performing airwork he performed two or three full-stop landings and a go-around using runway 12; the wind at a nearby airport was recorded to be from 300 degrees at 12 knots. During the last landing he 'thinks' the flaps were fully extended then lowered 10 or 20 degrees of flaps for the planned short field takeoff from runway 12. He last recalled being at 300-400 feet and thought there was an engine malfunction due 'not good airspeed.' During the forced landing the airplane collided with a vehicle, then the ground. Postaccident, the flaps were fully extended; and were operational. By design, the flap selector requires a pilot to hold down or hold up to extend or retract the flaps respectively, to attain the desired position. The airplane owner's manual states flap deflections of 30 and 40 degrees are not recommended for takeoff. Sufficient quantity of uncontaminated fuel was found and no evidence of flight control or engine preimpact failure or malfunction found. The engine was overhauled approximately 1, 972 hours earlier. There were no reports of engine or airframe related discrepancies by a CFI and student who flew the airplane a day earlier.
On February 8, 2000, about 1300 eastern standard time, a Cessna 150F, N6630F, registered to KRS Aviation, Inc., dba Venice Jet Center, collided with a power line pole, a vehicle, then the ground near Englewood, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was substantially damaged and the private-rated pilot sustained minor injuries. The passenger was not injured. The flight originated about 1215, from the Venice Municipal Airport, Venice, Florida. The pilot stated that after departure he performed airwork then proceeded to the Buchan Airport where he performed two or three full-stop landings and a go-around using runway 12. He "thinks" he landed last with the flaps fully extended then added the first or second notch of flaps for the planned short field takeoff. He taxied to the approach end of runway 12, applied full power while holding the brakes and initiated the takeoff. The flight departed and his last recollection of altitude was 300 to 400 feet; he has no recall of the accident sequence. He further stated that he thought there was an engine malfunction as indicated by "not good airspeed." According to an FAA airworthiness inspector who examined the accident site, the airplane collided with a vehicle parked in the driveway of a house. The accident site was located approximately 200 yards east of the departure end of runway 12. Examination of the airplane revealed no fuel contamination; 14 gallons of fuel were drained from the fuel tanks. Examination of the flight control system revealed no evidence of preimpact failure or malfunction. The flaps were determined to be extended 40 degrees; the flap indicator was indicating 38 degrees. Postaccident, the flap system was found to operate normally. Cursory examination of the engine revealed no evidence of preimpact failure or malfunction; the engine was removed for an attempted engine run. Examination of the engine before the attempted engine run revealed that the No. 1 cylinder top spark plug was not in place as received; it was previously removed by the FAA inspector who examined the engine. All top ignition leads were damaged near the spark plugs and two ignition leads were pulled from the left magneto. The upper and lower engine mounts on the right side of the crankcase were broken. The missing spark plug was replaced, a test club propeller was installed, and the separated ignition leads were pushed into the magneto cover. The engine was placed in a test stand, started, then shut down immediately due to vibration and the poor mounting condition. All spark plugs were then tested; all tested satisfactory with the exception of the No. 2 top plug. The Nos. 2, 3, and 4 top ignition leads were tested and found to be unsatisfactory due to the damage near the spark plugs. The damaged leads were temporarily repaired and the engine mount was better secured. The engine was started and was operated to approximately 2,500 rpm; magneto checks at 1,700 rpm indicated 50 rpm drop each. The engine run was terminated then the engine was run again for approximately 5 minutes up to approximately 2,500 rpm. The engine run was then terminated due to safety concerns due to the inadequate condition of the engine mount. Hot differential compression test of all cylinders following the last engine run indicated all cylinders were 70 psi or greater. Review of the maintenance records revealed that the engine was overhauled then installed in the airplane on March 10, 1995. The engine had accumulated approximately 1,972 hours since major overhaul at the time of the accident. A weather observation taken at the Venice Municipal Airport at 1301, indicated in part that the wind was from 300 degrees at 12 knots. The Venice airport is located approximately 6 nautical miles northwest from the accident site. According to a certified flight instructor and student who flew the accident airplane on a flight the day earlier, no discrepancies were noted with the engine, electrical system, or instruments. By design, the flap motor switch installed in the airplane is spring loaded to the center position. According to personnel from the Cessna Aircraft Company, retraction or extension of the flaps requires a pilot to hold up or hold down the switch, respectively, until the desired flap position is attained. Review of the airplane owner's manual revealed, "Flap deflections of 30 degrees and 40 degrees are not recommended at any time for take-off." The airplane was released to Dale M. Kraus, owner of KRS Aviation, Inc., on February 24, 2000. The retained engine was also released to Dale M. Kraus, President and owner of KRS Aviation, Inc., on February 24, 2000.
The failure of the pilot to retract the flaps from the fully extended position following the last landing resulting in the failure to maintain airspeed and subsequent descent for a forced landing. A contributing factor in the accident was the pilot's disregard for the wind direction resulting in a 12 knot tailwind on departure.
Source: NTSB Aviation Accident Database
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