Accident Overview
On June 20, 2014, at approximately 1430 Pacific daylight time, a Cessna 152, registration N4606L, sustained substantial damage during initial climb after takeoff from Agua Dulce Airport (L70), Agua Dulce, California. The private pilot and pilot-rated passenger were seriously injured. The aircraft was registered to FLITESERV LLC and operated by the pilot under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the cross-country flight that originated from Long Beach Airport (KLGB) at about 1245.
Sequence of Events
According to statements from the flight school owner, who interviewed the left seat pilot at the hospital, during the takeoff roll the left seat pilot perceived insufficient acceleration and reduced throttle to abort the takeoff. The right seat pilot then took the controls, applied full power, and continued the takeoff. The airplane climbed slowly, and the stall warning horn sounded. The left seat pilot, believing a stall was imminent, resumed control and lowered the nose to increase airspeed. The main landing gear struck high-voltage power lines crossing their path, and the airplane descended, impacting terrain.
The right seat pilot, interviewed by an FAA inspector at the hospital, had no memory of taking control during the flight and stated she had never been checked out in the Cessna 152. She recalled the left seat pilot complaining about performance, reducing throttle while still on the ground, and then reapplying power and continuing. She thought the airplane was in a clean configuration for takeoff and did not recall flaps being set for short-field.
Environmental and Aircraft Conditions
The FAA Airport Facility Directory indicates that runway 04 at Agua Dulce has a 1.9% uphill slope with rising terrain off the end of the runway. Weather conditions at the time included wind variable at 4 knots, temperature 84°F, dew point 54°F, altimeter setting 29.95 inHg, and calculated density altitude of 5,004 feet.
Post-accident examination of the engine and airframe revealed no mechanical anomalies. However, the carburetor heat was found in the "on" position and the flaps were extended to full 30° deflection.
Subsequent Developments
Several weeks after the accident, the operator ceased communication with the NTSB and FAA. Further investigation revealed that the flight school had closed. The operator did not submit the required NTSB Pilot/Operator Aircraft Accident/Incident Report Form 6120.1 as requested.
The hazards associated with high density altitude operations are outlined in FAA pamphlet DENSITY ALTITUDE (FAA-P-8740-2). The publication notes that high density altitude decreases airplane performance, adversely affecting takeoff distance, power available in normally aspirated engines, and climb rate.