N23471Cessna 150H · 1968

On September 4, 2010, about 1430 eastern daylight time, a Cessna 150H, 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 the provisions of 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' written statements that were provided to the DeLand Police Department officers 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.

The pilot, age 90, held a private pilot certificate with a rating for airplane single-engine land. His most recent application for a Federal Aviation Administration (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.

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 this writing no airplane maintenance logbooks had been located. According to an invoice provided to the NTSB investigator 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 was located in the wreckage, and indicated 3,546.26 hours.

According to FAA records and placards located near each wing's fuel cap, the airplane had a supplemental type certificate that was dated October 26, 2000, which authorized the use of autogas in the engine.

The 1453 recorded weather observation at Daytona Beach International Airport (DAB), Daytona Beach, Florida, located approximately 13 miles to the 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.

Examination of photographs provided by the DeLand Police Department 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, the path was on a track of 193 degrees from the power lines.

The left wing remained attached to the fuselage, and 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 was examined; the reed that was used to produce the audible alert to the pilot was detached from its normal mounting position. It could not be determined whether the reed had become detached prior to the flight, or during the accident sequence.

The right wing remained attached to the fuselage, but recovery personnel removed it to facilitate transport to a secure hanger at the airport. The fuel cap was found dislodged from the filler neck but still attached to the neck by its chain. Approximately one cup of fuel was captured from the right fuel tank.

The wing flaps were in the retracted position, and the elevator trim tab was approximately 10 degrees trailing edge up. Aileron cable continuity was confirmed from the ailerons to the recovery cuts, and from the recovery cuts to the control column.

The left side of the fuselage, aft of the cargo compartment aft bulkhead, was buckled. The horizontal stabilizers remained attached to the fuselage, but were buckled. The counterweights on both stabilizers remained attached and 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 the full trailing edge left position, and the right side of the rudder stop kit was in contact with the associated nutplate. Control cable continuity was confirmed from the rudder pedals to the rudder.

The propeller remained attached to the engine, and the engine remained attached to the airplane. The propeller spinner exhibited crush damage on one side, and had electrical arc marks around its circumference. Both propeller blades had leading edge damage, spanwise scratches, and electrical arc marks located 18 inches from the propeller hub. One propeller blade exhibited slight tip bending.

The cabin roof of the airplane was compressed and the front support structure was separated during the recovery process. Both seatbelts and shoulder harnesses had been cut by first responders to aid in the extraction of the occupants. The FAA inspector on scene stated that the fuel selector valve was found in the "ON" position, and that the ignition switch was found in the "BOTH" position.

The engine was examined, and appeared intact. Accessories on the rear accessory drive were intact, and devoid of damage. 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. The throttle and mixture control cables were intact from the cockpit controls to the carburetor, Both controls operated with full travel. The No. 4 cylinder was a Millennium brand cylinder; the other three were Continental cylinders. Thumb compression was verified on all cylinders, and spark was produced on all spark plug leads when the propeller was rotated by hand. The magneto timing was determined to be about 24 degrees before top dead center. The spark plugs were removed; they appeared coked, but exhibited normal wear. The combustion chambers exhibited material deposits consistent with that of combustion deposits. The cylinder bores were free of scoring. Suction and compression were obtained at the top spark plug holes on all cylinders when the crankshaft was rotated by hand at the crankshaft flange.

The engine was started and run for approximately 5 minutes at various power settings, with no anomalies noted. Throughout the engine run, the engine accelerated normally without hesitation or interruption in power. The engine throttle was rapidly advanced from idle to full throttle several times, and the engine performed without hesitation or interruption in power. The cockpit tachometer registered a maximum of 2,300 rpm during the engine run.

The Office of the Medical Examiner Florida, Districts 7 & 24 performed an autopsy on the pilot on September 7, 2010. The reported cause of death was "multiple blunt traumatic injuries" and noted the presence of "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 was performed post mortem at the FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The report stated that no carbon monoxide or cyanide was detected in the blood, and no ethanol was detected in vitreous samples. The report stated that 14.95 ug/ml, ug/g acetaminophen was detected in the blood, and Chlorpheniramine and Quinine were detected in the liver and in the blood.