# NTSB CEN21LA335: Cessna 150F, N7893F, Rock Falls, IL, July 24, 2021 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: July 24, 2021, 18:30 local (23:30 UTC) - Place: Rock Falls, IL · corn field - Coordinates: 41.739882, -89.681476 - Nearby events: https://openairdocs.org/map.md?lat=41.7399&lon=-89.6815&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR go-around: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: FAA, Textron Aviation - NTSB case key (mKey): 103536 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN21LA335 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/103536/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=103536 - Page: https://openairdocs.org/ntsb/CEN21LA335 ## Probable cause The right seat pilot’s improper decision to perform a low approach with full flaps and the failure of the flaps to retract during the attempted go-around, which resulted in a forced landing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna 150F, 12 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=2071814), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Performance/control parameters: climb rate](https://openairdocs.org/ntsb-findings/01062035): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Cessna 150F, 4 cases](https://openairdocs.org/ntsb-findings/01062035/cases.md?model=2071814), [All aircraft, 265 cases](https://openairdocs.org/ntsb-findings/01062035/cases.md) - [Performance/control parameters: configuration](https://openairdocs.org/ntsb-findings/01062017): Aircraft › Aircraft oper/perf/capability · Incorrect use/operation (probable cause); cases with it: [Cessna 150F, 1 case](https://openairdocs.org/ntsb-findings/01062017/cases.md?model=2071814), [All aircraft, 80 cases](https://openairdocs.org/ntsb-findings/01062017/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR go-around: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Cessna 150F, 16 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=2071814), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 150F, 39 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2071814), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The airplane owner and the other pilot met each other at an aviation event just before the accident flight. After a short discussion, the two pilots decided to conduct a local flight in the accident airplane. After takeoff, while on the downwind leg of the traffic pattern, the right seat pilot (non-owner) asked to take the airplane’s controls from the owner (seated in the left seat), and a positive exchange of controls was accomplished. The right seat pilot then flew a low approach over a temporary grass runway with 40° of flaps extended. The right seat pilot did not intend to land; instead, he performed a go-around about 100 ft above the ground with full engine power and carburetor heat in the OFF position. The right seat pilot then attempted to retract the flaps, and he reported the flaps would not retract. The left seat pilot attempted to cycle the flap switch and was unsuccessful in retracting the flaps. Unable to maintain altitude, the right seat pilot performed an off airport landing to a corn field. The airplane impacted the corn field, flipped over, and came to rest inverted. The airplane sustained substantial damage to the engine firewall and engine mount. Postaccident examination of the airframe and engine, which included testing of the flap system, revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. A four-port universal serial bus (USB) power supply adapter was found plugged into a power port located just below the cockpit flap switch. It was undetermined if the adapter conflicted with the operation of the flap switch. Based on available evidence, a reason for the reported flap issue was not determined. ## Factual narrative On July 24, 2021, about 1830 central daylight time, a Cessna 150F, N7893F, was substantially damaged when it was involved in an accident near Rock Falls, Illinois. The two pilots were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the airplane owner, he and the other pilot met each other at an aviation event just before the accident flight. After a short discussion, the two pilots decided to conduct a local flight in the accident airplane. The owner, who was seated in the left seat, stated that the airplane’s engine needed to be hand-propped due to a starter that “wasn’t very powerful.” After the engine start-up, the pilots monitored the airplane’s electrical system and performed an engine run-up with no issues noted. After takeoff, while on the downwind leg of the traffic pattern, the right seat pilot asked to take the airplane’s controls from the left seat pilot, and a positive exchange of controls was accomplished. The right seat pilot then flew a low approach over a temporary grass runway with 40° of flaps extended. The right seat pilot did not intend to land and performed a go-around about 100 ft above the ground with full engine power and carburetor heat in the OFF position. The right seat pilot then attempted to retract the flaps; however, the flaps would not retract. The left seat pilot attempted to cycle the flap switch and was unsuccessful in retracting the flaps. Unable to maintain altitude, the right seat pilot performed an off airport landing to a corn field. The airplane impacted the corn field, flipped over, and came to rest inverted. According to a Federal Aviation Administration (FAA) inspector, the airplane sustained substantial damage to the engine firewall and engine mount. The inspector also noted a four-port USB power supply adapter was plugged into a power port just below the flap switch (see figure 1). Figure 1. Instrument Panel (photograph provided by the FAA) A review of the airplane logbooks revealed that the airplane had been disassembled, inspected, and reassembled; all work was completed on July 1, 2014. Part of the aircraft reassembly included the replacement of the instrument panel and some aircraft wiring. The flap switch was relocated from its original position and was also changed to a new flap switch design. A circuit breaker had been installed in the flap wiring, which replaced the original fuse. A cigarette style power port was installed below the flap handle. The total tachometer time from the July 2014 maintenance to the accident was about 150 hours. Postaccident examination of the airplane was conducted by a FAA inspector and a representative of Textron Aviation. The examination revealed that the flaps were in the full-down or 40° extended position. The airplane battery was connected (disconnected for recovery purposes) and the master switch was turned on. The flap system was tested multiple times, flaps retracted and extended withcockpit flap switch, and no anomalies were noted with the function of the flap system. No visual abnormalities were noted during the examination of the flap wiring. The wiring in the wing was manipulated by hand during the flap extension and retraction cycles, and no problems were noted. The flap circuit breaker was pulled during a flap cycle, and the flap movement stopped. When the circuit breaker was reset, the flaps began to operate. At some point after the FAA’s initial examination of the airplane, the four-port USB power supply adapter had been removed from the power port and was located in the aft baggage area. According to the Cessna’s Owner’s Manual, Section 2, Flap Settings, “Normal and obstacle clearance take-offs are performed with flaps up…flap deflections of 30° and 40° are not recommended at any time for take-off…In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. Upon reaching a safe airspeed, the flaps should be slowly retracted to the full up position.” Multiple requests to obtain a completed National Transportation Safety Board Pilot/Operator Aircraft Accident/Incident form and a statement from the right seat pilot were unsuccessful. ## Aircraft - Registration: [N7893F](https://openairdocs.org/aircraft/N7893F), registered now, S/N 15063993, built 1966 (OpenAirDocs) - Reported make and model: CESSNA 150F - Registry model: [Cessna 150F](https://openairdocs.org/model/cessna-150f) (registry code 2071814) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15063993 - Year built: 1966 - Airframe hours: 6829 - Engines: CONT MOTOR 0-200A 100 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 18, 2020 - Destination: Same as departure - Equipment: ADS-B ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 60; injuries: none; flight instructor, airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; seat: right; restraint: 3-point - Pilot; age 42; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review March 5, 2021; seat: left; restraint: 3-point; flight hours: 151 total, 138 in this make and model, 74 as pilot in command, 10 in the last 90 days, 5 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 290° at 13 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 90 °F, dew point 77 °F - Altimeter: 29.85 inHg - Observed at: KSQI - METAR: KSQI 242256Z 29013KT 10SM CLR 32/25 A2985 RMK AO2 SLP973 T03170250 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20210724011789A](https://openairdocs.org/incident/20210724011789A), Jul 24, 2021: Cessna 150F, Rock Falls, IL, Substantial damage. When: 07/24/2021 17:47 local 22:47 zulu. Where: cornfield approximately 70 feet s. of thome road, the southern airport boundary at sqi What: [privacy data… ## Other investigations on N7893F (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB CHI07LA097](https://openairdocs.org/ntsb/CHI07LA097), Apr 5, 2007: Cessna 150F (N7893F), Grain Valley, MO, substantial damage. Probable cause: The pilot's failure to assure an adequate fuel supply which resulted in fuel exhaustion. Factors associated with the accident were the street sign which was contacted, the pilot's inability to… ## Docket (9 files) The files NTSB released with the investigation on May 24, 2022, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=103536. 84.0 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 12 pages, 10.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12880925&FileExtension=pdf&FileName=Mansell%206120_Redacted-Rel.pdf - NTSB requests for accident form (right seat pilot) (item 2, PDF, 4 pages, 473 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12880424&FileExtension=pdf&FileName=Request%20for%20NTSB%20Report_Redacted-Rel.pdf - Examination summary - FAA and Textron (item 3, PDF, 2 pages, 105 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13867620&FileExtension=pdf&FileName=Examination%20Summary%20-%20FAA%20and%20Textron-Rel.pdf - Record of conversation - FAA inspector (item 4, PDF, 1 page, 340 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13867804&FileExtension=pdf&FileName=ROC%20Cull-Rel.pdf - Excerpt of aircraft records (item 5, PDF, 7 pages, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13867953&FileExtension=pdf&FileName=Excerpt%20of%20Airframe%20Logbook_Redacted-Rel.pdf - Excerpt of Cessna owner's manual (item 6, PDF, 2 pages, 220 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12880789&FileExtension=pdf&FileName=OM%20Excerpt%20Flaps-Rel.pdf - Textron video of flap system check (item 7, MOV, 65.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12881126&FileExtension=MOV&FileName=TAI%20Wreckage%20Review%20ASI-21-CA-095-Rel.MOV - Statement of party representatives to NTSB investigation - Textron (item 8, PDF, 1 page, 204 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12880799&FileExtension=pdf&FileName=Certification%20of%20Party%20Representative%20CEN21LA335_Redacted-Rel.pdf - Photo array (item 9, PDF, 2 pages, 5.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13867874&FileExtension=pdf&FileName=Photo%20Array-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.