Cessna 150M N9301U

Summary

On 12 April 2000 at about 20:51 local time, a Cessna 150M registered N9301U, operated by Archer, Thomas, E., was involved in an accident near Auburn, Washington, United States. 4 people were on board and 2 had minor injuries. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

12 April 2000 at 20:51

Classification

Accident

Location

Auburn, Washington, United States

Nearest airport

Auburn Municipal (S50)

Coordinates

47.3093, -122.2208

Aircraft

Cessna 150M

Registration

N9301U

Category

Airplane

Engines

1

Operator

Archer, Thomas, E.

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Renton → Unknown

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

SEA00LA070

2 people had minor injuries.

The pilot's failure to follow aircraft operating procedures by not raising the flaps during the go-around maneuver. Contributing factors were the pilot's failure to adhere to the balked landing checklist (FLAPS to 20) resulting in degraded climb performance, and the power lines in his flight path.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The pilot, accompanied by a passenger, was conducting a low approach at full flaps (40 degrees) in the Cessna 150M to a minimum altitude of approximately five feet AGL above the runway. Following the go-around, he added full power but left the flaps fully extended. The aircraft failed to climb, and approaching high tension power lines across his flight path he made a gradual right turn, ultimately colliding with a second set of power lines perpendicular to his flight path and approximately 55 feet above ground. The Pilot's Operating Handbook (POH) for the aircraft discussed flap settings for takeoff and specifically stated 'flap deflections greater than 10 degrees are not approved for takeoff.' Additionally, the POH also discussed balked landing procedures stating 'in a balked landing (go-around) climb, the wing flap setting should be reduced to 20 degrees immediately after full power is applied. The POH balked landing checklist included a requirement to retract the flaps to '20 DEGREES.' Post-crash examination revealed that the flaps were fully extended.

Quoted verbatim from the NTSB record.