Flight Sequence
A flight instructor (CFI) and a student were practicing touch and go landings. On the fifth touch and go, the student landed, moved the flap selector to the up position, and added full power for takeoff. The student rotated and lifted off from the 2,600-foot-long runway just as the CFI realized the flaps had not retracted. Repeated movement of the flap selector handle did not change the flap position. By that time, the aircraft had passed the end of the runway and airspeed began to decay. The CFI attempted to land the aircraft in a clear area straight ahead, but the aircraft touched down hard, collapsing the nose gear.
Witness Observation
A ground witness observed the takeoff attempt. After the aircraft gained about 100 feet of altitude, it began to lose altitude. The witness saw the flaps in the full down position and noted that the aircraft seemed to be slowing down and losing altitude at a more rapid rate. The witness then saw the nose rise, followed by a stall and a nose-down descent to ground impact.
Post-Accident Examination
An FAA airworthiness inspector examined the aircraft. The flaps were found in the full down position. The flap system fuse in the cockpit, a 20 amp fast blow fuse, was burned out. The parts manual specifies a 15 amp slow blow fuse. Corrosion deposits were found on the fuse and the fuse holder. No other discrepancies were identified in the flap system. After replacing the fuse, the flap system functioned satisfactorily.
Background
An annual inspection had been completed 1 month and 27 hours prior to the accident. The maintenance manual specifies that all fuses must be checked during each 50-hour and annual inspection. Cessna reported that during certification flight testing, the Cessna 150H demonstrated the capability for a positive climb gradient of 175 feet per minute with full flaps at sea level on a standard day.