20000208012419A

(.4)The pilot stated after performing airwork he performed two or three full-stop landings and a go-around using runway 12; the wind at a nearby airport was recorded to be from 300 degrees at 12 knots. During the last landing he 'thinks' the flaps were fully extended then lowered 10 or 20 degrees of flaps for the planned short field takeoff from runway 12. He last recalled being at 300-400 feet and thought there was an engine malfunction due 'not good airspeed.' During the forced landing the airplane collided with a vehicle, then the ground. Postaccident, the flaps were fully extended; and were operational. By design, the flap selector requires a pilot to hold down or hold up to extend or retract the flaps respectively, to attain the desired position. The airplane owner's manual states flap deflections of 30 and 40 degrees are not recommended for takeoff. Sufficient quantity of uncontaminated fuel was found and no evidence of flight control or engine preimpact failure or malfunction found. The engine was overhauled approximately 1, 972 hours earlier. There were no reports of engine or airframe related discrepancies by a CFI and student who flew the airplane a day earlier. (-23) inspector statement: on 02-08-00 an accident investigation was conducted on a Cessna 150, aircraft N6630F s/n 15063230. The accident occurred at 10 charleston circle, Englewood, Florida in a subdivision of pine lakes. The site was approximately 200 yards east of r/w 12 at buckam airfield. The ilot souheil seddik was practicing a short field landing technique when the aircraft went out of control and could not be recovered. The aircraft crashed in a driveway of a private residence, on top of an automobile that was parked in the driveway at the time. There were two occupants in the aircraft, Mr. Seddik and privacy data omitted Mr. Seddik was taken to venice hospital with minor injuries then released, privacy data omitted was not injured. The aircraft was demolished. The aircraft was inspectef for flight control continuity and function and found to be functioning normally. The flaps were found set at 40 degrees and indicating 38 degrees, a protractor verified the flap angle at 40 degrees. The flap system operation was verified by an operational check of the flap drive motor. The system was powered and it was noted that the motor was declutching indicating that the flaps were full down. Thflap switch was then placed in the up position and the flaps operated normally. Fuel samples were obtained from the fuel sumps of both wings, the gascolator, carburetor bowl and main fuel feed line. The fuel was found not contaminated in all the areas sampled. The fuel selector was found posiitoned in the "both", or "on" position. A total of 14 gallons was drained from the tanks. Prior to removal of the engine from the wreckage, the engine control positions were ascertained to be in the following: throttle: fastened securely at carburetor and set at full throttle. Mixture control: fastened securely and set at full mixture. Carburetor heat: off. No other abnormalities were noted. The engine was checked for magneto and engine timing, run through for any binding, inspected for oil content, oil contamination and any other visible signs of abnormalities. No abnormalities were observed. An annual inspection was accomplished on 10-29-99 @ 11056 actt actt as of this date is 11082. A new registration for a change of ownership was applied for on 10-11-99. The temporary registration is in the name of krs aviation inc, venice, FL. The previous registration and airworthiness certificate was found onboard the aircraft. A statement from Mr. Seddik, indicates that he was landing on r/w 12, the winds in this area for the date were from the n nw. Buckam airport r/w coordinates are 26.59.31N lat and 82.22.22 w lon. The wreckage was located at 26.59.22N and 82.21.93W lon. A teardown analysis was performed in mia on 02/18/00 and witnessed by a mia inspector, the engine ran normally. Victor roxas principal maintenance inspector