History of Flight
On June 5, 2010, about 1600 eastern daylight time, a Cessna 150M, registration N2990V, was substantially damaged when it impacted terrain during a forced landing following a partial loss of engine power during initial climb after takeoff. The accident occurred in Pahokee, Florida. The certificated flight instructor and certificated private pilot were not injured. Visual meteorological conditions prevailed for the instructional flight, which departed from Palm Beach County Glades Airport (PHK), Pahokee, Florida, destined for Palm Beach County Park Airport (LNA), Lantana, Florida. No flight plan was filed. The flight was conducted under Title 14 Code of Federal Regulations Part 91.
According to the flight instructor, he was giving the private pilot a flight review. The airplane was based at LNA, and the flight had originated there between 1420 and 1430. After one circuit in the traffic pattern, the private pilot performed a landing before proceeding to PHK. Upon arrival at PHK, the private pilot performed a soft field landing on runway 35. The airplane was taxied back to runway 35, and the private pilot performed a short field takeoff, made one circuit of the traffic pattern, and performed another soft field landing. The airplane was then taxied to the ramp and refueled with 15 gallons of 100LL fuel. A preflight inspection was performed, including checks of the fuel tanks and fuel strainer for contaminants; none were found. During engine run-up, when checking the right magneto, the rpm drop was approximately 200 rpm. The mixture was leaned, and after a subsequent run-up, the rpm drop for the right magneto was less than 150 rpm.
The private pilot then performed a short field takeoff, applying full power and releasing the brakes. After takeoff, at approximately 150 feet above mean sea level, the engine began to lose power. The engine ran smoothly but would not develop full power. Carburetor heat was applied, and the engine rpm increased slightly then decreased. The flight instructor took control and maneuvered toward a levee, hoping to land on it but unable to reach it. Instead, he landed in sugar cane at the edge of a ditch. After contacting the sugar cane, the nose gear separated from its mounting location. The airplane yawed right, and the left wing tip made contact with the ground.
Personnel Information
According to FAA and pilot records, the flight instructor held a commercial pilot certificate with ratings for airplane single-engine land, multi-engine land, and instrument airplane. His most recent application for a first-class medical certificate was on February 10, 2010. He reported 587 total hours of flight experience.
The private pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent application for a third-class medical certificate was on March 4, 2009. He reported 225 total hours of flight experience.
Aircraft Information
According to FAA records, the airplane was manufactured in 1974. Maintenance records showed that the most recent annual inspection was completed on October 8, 2009. At that time, the airplane had accumulated 8,000 total hours of operation.
Meteorological Information
A weather observation taken about 9 minutes after the accident at Okeechobee County Airport (OBE), located approximately 30 nautical miles north of the accident site, reported wind from 140 degrees at 7 knots, visibility 10 miles, scattered clouds at 4,400 feet, temperature 35 degrees Celsius, dew point 26 degrees Celsius, and an altimeter setting of 29.98 inches of mercury.
Wreckage and Impact Information
Examination of the wreckage by FAA inspectors revealed substantial damage to the left wing and left horizontal stabilizer. There was no evidence of any preimpact malfunctions or failures of the engine or airplane. The engine's crankshaft could be rotated by hand, and continuity was established throughout the drive train. Both magnetos were functional, the spark plugs appeared normal, and fuel was present in the fuel system.
Tests and Research
At the time of the accident, the local temperature was 35 degrees Celsius and the dew point was 26 degrees Celsius. Application of these temperatures to a carburetor icing probability chart did not reveal any conclusive evidence that carburetor ice may have contributed to the accident. Post-recovery examination of the carburetor by an FAA-certificated airframe and powerplant mechanic did not reveal any anomalies. The throttle control worked smoothly, the mixture functioned properly, and gas was present in the float bowl. Further examination showed that the float assembly and needle valve functioned properly, there were no contaminants in the carburetor, and there were no leaks in the gaskets.