History of Flight
On September 4, 2010, about 1430 eastern daylight time, a Cessna 150H, registration N23471, was substantially damaged when it struck power lines and then the ground shortly after takeoff from runway 23 at DeLand Municipal Airport - Sidney H Taylor Field (DED), DeLand, Florida. Visual meteorological conditions prevailed and no flight plan had been filed. The certificated private pilot and the certificated private-pilot-rated passenger were fatally injured. The personal local flight was conducted under 14 Code of Federal Regulations Part 91.
According to an employee of the fixed base operator, he observed the accident airplane takeoff, but not the accident. The airplane pitched nose down; recovered, and then appeared to be gaining altitude, when the employee returned to his duties. Several eyewitnesses reported that they saw the airplane strike the power lines, nose over, and come to rest inverted. Some witnesses reported that fuel was "pouring out" of the wings after it came to rest.
Personnel Information
The pilot, age 90, held a private pilot certificate with a rating for airplane single-engine land. His most recent application for an FAA third-class medical certificate was denied; on that application he indicated that he had 1,157 total hours of flight experience. Review of the pilot's FAA medical records identified a history of a stroke with "gait ataxia" and "diplopia," and the finding by the FAA that the pilot was "not qualified for any class of medical certificate" as of April 16, 2010.
The pilot-rated passenger, age 86, held a private pilot certificate with a rating for airplane single-engine land. His most recent FAA third-class medical certificate was issued on September 29, 1998 and on that application he indicated that he had 1,500 total hours of flight experience.
Aircraft Information
The airplane was manufactured in 1968, and was issued an FAA airworthiness certificate on June 7, 1968. It was equipped with a Continental Motors O-200-A engine. At the time of writing no airplane maintenance logbooks had been located. According to an invoice provided by a local mechanic, the airplane's most recent annual inspection was completed on June 11, 2010, at which time a rudder stop kit was installed. The tachometer indicated 3,546.26 hours.
According to FAA records and placards near each wing's fuel cap, the airplane had a supplemental type certificate dated October 26, 2000, which authorized the use of autogas in the engine.
Meteorological Information
The 1453 recorded weather observation at Daytona Beach International Airport (DAB), located approximately 13 miles northeast of the accident location, included wind from 270 degrees at 7 knots, visibility 10 miles, few clouds at 6,000 feet, broken clouds at 18,000 and 25,000 feet, temperature 33 degrees C, dew point 19 degrees C; altimeter 29.95 inches of mercury.
Wreckage and Impact Information
Examination of photographs revealed that the airplane came to rest inverted, with the nose facing back towards the airport, at the edge of the westbound lanes of a four lane highway, approximately 2,750 feet from the departure end of the runway. The airplane struck and severed four power lines that ran parallel to the highway, and located 37 to 40 feet above ground level (agl). Each line was about 1 inch in diameter. The airplane came to rest 45 feet beyond the power lines, on a track of 193 degrees from the power lines.
The left wing remained attached; the wing strut had numerous electrical arc burn marks. The wing leading edge and main wing spar were impact damaged approximately 89 inches from the wing tip. The stall warning system reed was detached from its mounting; it could not be determined if the detachment occurred before the flight or during the accident.
The right wing was removed by recovery personnel; the fuel cap was dislodged but still attached by its chain. Approximately one cup of fuel was captured from the right fuel tank.
The wing flaps were retracted; the elevator trim tab was approximately 10 degrees trailing edge up. Aileron cable continuity was confirmed.
The left fuselage aft of the cargo bulkhead was buckled. The horizontal stabilizers remained attached but were buckled; counterweights were in position. The top 10 inches of the vertical stabilizer was bent to the right at about a 70 degree angle. The rudder was in full trailing edge left position; the right side of the rudder stop kit contacted the associated nutplate. Rudder cable continuity was confirmed.
The propeller remained attached; the spinner exhibited crush damage and had electrical arc marks. Both propeller blades had leading edge damage, spanwise scratches, and electrical arc marks 18 inches from the hub. One blade had slight tip bending.
The cabin roof was compressed; front support structure separated during recovery. Seatbelts and shoulder harnesses had been cut by first responders. The fuel selector valve was found in the "ON" position; the ignition switch was in the "BOTH" position.
The engine was examined: accessories were intact; approximately 4 ounces of fuel was drained from the fuel strainer; corrosion was found on the carburetor fuel bowl drain plug; the fuel inlet strainer was dry and free of debris. Throttle and mixture controls operated with full travel. Thumb compression was verified on all cylinders; spark was produced on all spark plug leads when the propeller was rotated. Magneto timing was about 24 degrees before top dead center. Spark plugs appeared coked but with normal wear. Combustion chambers had material deposits consistent with combustion deposits. Cylinder bores were free of scoring. Suction and compression were obtained at all top spark plug holes.
The engine was started and run for approximately 5 minutes at various power settings, with no anomalies. The engine accelerated normally; rapid throttle advances produced no hesitation or interruption. The cockpit tachometer registered a maximum of 2,300 rpm during the run.
Medical and Pathological Information
The Office of the Medical Examiner performed an autopsy on the pilot on September 7, 2010. The reported cause of death was "multiple blunt traumatic injuries" and noted "Severe Atherosclerosis of the Left Anterior Descending and Circumflex Coronary Arteries" and "Dystrophic Calcification and Stenosis of the Mitral and Aortic Heart Valves."
Toxicological testing performed at the FAA's Bioaeronautical Sciences Research Laboratory reported no carbon monoxide or cyanide in the blood, and no ethanol in vitreous samples. The report stated 14.95 ug/ml acetaminophen in the blood, and Chlorpheniramine and Quinine were detected in the liver and blood.