History of Flight
On October 5, 2015, at 1300 mountain daylight time, a Cessna 152, registration N6449M, impacted a dry lake bed approximately 6 nautical miles southwest of Cedar City Municipal Airport (KCDC) in Cedar City, Utah. The two flight instructors aboard were fatally injured, and the airplane was destroyed. Upper Limit Aviation operated the flight under 14 Code of Federal Regulations Part 91 as a local company check flight, which departed KCDC about 1215. Visual meteorological conditions prevailed, and no flight plan was filed.
The operator stated the purpose was for the chief pilot to demonstrate the airplane to a newly hired flight instructor. Witnesses observed the airplane performing maneuvers over the dry lake bed, a training area. One witness reported that shortly before the accident, the airplane descended in a near-vertical attitude, slightly nose-low, and looked "like a fluttering leaf."
The airplane was equipped with a flight tracking system that recorded data at 5-second intervals. The last 14 minutes of data showed departure from KCDC at 1246 via runway 26, a right turn north at 1248:04, and a touch-and-go landing on runway 20. At 1251:04, the airplane climbed away, heading southwest. It passed over the accident site elevation (5,457 ft) at 7,656 ft msl at 1256:04, then continued southwest, making a gradual left turn followed by a widening right climbing turn northward. At 1259:49, altitude was 8,661 ft msl, then descended to 8,179 ft msl in 15 seconds. By 1300:04, it climbed to 8,353 ft msl. At 1300:19, altitude was 8,559 ft msl (about 3,100 ft agl). The final 35 seconds showed a near-vertical descent. The last data point at 1300:54 indicated the airplane over the accident site, ground speed 40 knots, altitude 5,580 ft msl.
Aircraft Information
The Cessna 152, serial number 15284733, was manufactured in 1980. It was a two-seat, high-wing, fixed-gear airplane powered by a 125-horsepower Lycoming O-235-L2C engine driving a Sensenich 70CKS6-0-52 fixed-pitch propeller. Maintenance records showed an annual inspection completed July 17, 2015, with airframe total time 9,678.2 hours and engine time since major overhaul 99.4 hours. No unresolved maintenance discrepancies were noted before departure.
Fueling records indicated the airplane was last fueled on October 5, 2015, with 14 gallons of 100-octane aviation fuel. The operator estimated a total of 23 gallons on board at departure. Weight and balance documentation showed a maximum gross weight of 1,670 pounds. Estimated gross weight at departure was 1,709 pounds, and at the accident time, 1,681 pounds.
Wreckage and Impact Information
Wreckage examination revealed damage consistent with impact in a right-wing-low, nose-down attitude. No ground impact marks indicated forward momentum. Both fuel tanks exhibited downward hydraulic deformation and were breached. The outboard right wing leading edge had tapering compression damage; the left wing was canted forward, the right wing canted aft. All primary flight control surfaces and major components were identified at the site. Aileron and flap cables were cut by recovery personnel at the wing roots.
Medical and Pathological Information
The Utah Department of Health, Office of the Medical Examiner, conducted postmortem examinations. The cause of death for both pilots was reported as blunt force injuries. Toxicological testing by the FAA's Bioaeronautical Sciences Research Laboratory was negative for carbon monoxide, cyanide, volatiles, and tested drugs.
Tests and Research
After recovery, the engine was separated and examined. The propeller hub remained attached; both propeller blades were straight with no damage indicative of rotation at impact. Engine compression and valve train continuity were established. Magnetos produced spark at all leads. Top spark plugs appeared new. The fuel strainer bowl was full of fuel that tested negative for water; the screen was clean.
The carburetor was impact-displaced and embedded in the left lower firewall, fractured radially at the throttle plate. The float bowl contained about 10 drops of fuel, which tested negative for water. One float showed hydraulic deformation. All fuel lines were empty. The fuel selector was found in the "ON" position.