# NTSB ERA22LA363: Cessna 150H, N50439, Ellenville, NY, August 7, 2022 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Class 3 · Limited · Final report - Date: August 7, 2022, 09:35 local (13:35 UTC) - Place: Ellenville, NY · Residential area road and trees - Coordinates: 41.727871, -74.377376 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=41.7279&lon=-74.3774&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing: Hard landing](https://openairdocs.org/ntsb-events/092) - Highest injury: Minor injuries - Injuries: 1 minor, 1 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 105680 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA22LA363 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/105680/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=105680 - Page: https://openairdocs.org/ntsb/ERA22LA363 ## Probable cause Both pilots’ decision to perform the takeoff near maximum gross weight with 10° of flaps, contrary to the owner’s manual procedure, which resulted in the airplane’s degraded climb performance approaching high terrain. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Flight control system: tE flap control system](https://openairdocs.org/ntsb-findings/01022750): Aircraft › Aircraft systems · Incorrect use/operation (probable cause); cases with it: [Cessna 150H, 1 case](https://openairdocs.org/ntsb-findings/01022750/cases.md?model=2071818), [All aircraft, 74 cases](https://openairdocs.org/ntsb-findings/01022750/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna 150H, 11 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=2071818), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Terrain: mountainous/hilly terrain](https://openairdocs.org/ntsb-findings/03021010): Environmental issues › Physical environment · Effect on operation; cases with it: [Cessna 150H, 1 case](https://openairdocs.org/ntsb-findings/03021010/cases.md?model=2071818), [All aircraft, 329 cases](https://openairdocs.org/ntsb-findings/03021010/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Other; cases with it: [Cessna 150H, 11 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=2071818), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Miscellaneous/other](https://openairdocs.org/ntsb-events/900); cases with it: [Cessna 150H, 5 cases](https://openairdocs.org/ntsb-events/900/sequence.md?model=2071818), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) - [Landing: Hard landing](https://openairdocs.org/ntsb-events/092) (defining event); cases with it: [Cessna 150H, 3 cases](https://openairdocs.org/ntsb-events/092/sequence.md?model=2071818), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 150H, 27 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2071818), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The private pilot-rated passenger, who was accompanied by a commercial pilot, was performing the takeoff at near-maximum gross weight after purchasing the airplane. The pilot-rated passenger took off with 10° of flaps for “extra lift to get us away from the ground.” Both pilots reported that there was high terrain near the airport. The airplane lifted off with about 1,000 ft of runway remaining, climbed to about 100 ft above the runway, and then would no longer climb. The commercial pilot took control of the airplane and looked for a place to land. The stall warning horn sounded, so he lowered the nose to maintain flying airspeed. He maneuvered around some power lines, raised the flaps, and the airplane crashed onto a roadway. It came to rest on an embankment adjacent to the road and was substantially damaged. Postaccident examination of the wreckage, including a test run of the engine, revealed no evidence of a preexisting mechanical malfunction or anomaly. The owner’s manual for the airplane stated that normal and obstacle clearance takeoffs should be performed with flaps up. Use of 10° flaps will shorten the takeoff roll; however, that advantage is lost in the climb to a 50-ft obstacle. The manual further notes that use of 10° flaps should only be used for takeoffs with minimum ground runs or soft/rough fields with no obstacles ahead. ## Factual narrative On August 7, 2022, about 0935 eastern daylight time, a Cessna 150H, N50439, was substantially damaged when it was involved in an accident near Ellenville, New York. The commercial pilot sustained minor injuries, and a pilot-rated passenger was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the commercial pilot, who was also a flight instructor, the purpose of the flight was to fly the airplane from Joseph Y. Resnick Airport (N89), Ellenville, New York, to Shelbyville Municipal Airport (GEZ), Shelbyville, Indiana, following the purchase of the airplane by the pilot-rated passenger. The commercial pilot was in the right seat and the pilot-rated passenger was in the left seat. The pilot-rated passenger had a private pilot certificate; however, he did not possess a Federal Aviation Administration medical certificate. The pilot-rated passenger performed the takeoff with 10° of flaps for “extra lift to get us away from the ground.” The airplane lifted off with about 1,000 ft of the 3,839 ft-long runway remaining and climbed “fine” until it reached about 100 ft above ground level. At that point, the airplane would no longer continue to climb. With mountains approaching, the commercial pilot took control of the airplane and looked for a place to land. The stall warning horn sounded, and the nose was lowered to maintain flying airspeed. As the airplane approached two sets of power lines, he pitched up to clear the first set of wires, and once clear, he cut power to the engine and raised the flaps. The airplane dropped about 30 ft and crashed onto the roadway. The airplane came to a stop and the pilots exited the airplane. The wreckage came to rest on a wooded embankment at the side of a roadway. The airplane sustained structural damage to both wings, the fuselage, and the empennage. The wreckage was recovered to a salvage facility where an examination of the airframe and engine was performed. The engine remained attached to the airframe. The wings were removed during recovery of the wreckage. The fuselage was secured to a forklift to attempt an engine run. Due to impact damage, the induction air, carburetor heat boxes, and left-side exhaust pipe were removed. An external fuel tank was plumbed into the left-wing root fuel line and a battery charger was connected to the airplane’s battery. The grounding leads from the magnetos were removed and the engine was started. It ran smoothly, without hesitation, from idle to about 2,300 rpm. Bending damage to the propeller blade tips prevented operating the engine at a higher rpm. The engine was then shut down. While still warm, the propeller was rotated by hand; compression and suction were attained on all four cylinders. During the examination, fuel flowed normally through the fuel system. The cockpit fuel selector handle shut off fuel to the engine when commanded. Flight planning information was provided by the pilots during theinvestigation. They reported that the airplane’s weight at takeoff was 1,595 lbs and the maximum allowable takeoff weight was 1,600 lbs. They computed the pressure altitude to be 1,934 ft. Textron reported that the takeoff roll under the reported conditions would be about 490 ft and the expected climb rate would be about 640 ft per minute; however, no climb performance data is available for the 10° flap setting. The Cessna 150H Owner’s Manual addresses takeoffs with 10° flaps. The manual states that, “Normal and obstacle clearance takeoffs are performed with flaps up. The use of 10° will shorten the ground run approximately 10%, but this advantage is lost in the climb to a 50-foot obstacle. Therefore the use of 10° flap is reserved for minimum ground runs or for take-off from soft or rough fields with no obstacles ahead.” ## Aircraft - Registration: [N50439](https://openairdocs.org/deregistered/N50439-2023-02-17), registration cancelled 2023-02-17, S/N 15069304, built 1968 (OpenAirDocs) - Reported make and model: CESSNA 150H - Registry model: [Cessna 150H](https://openairdocs.org/model/cessna-150h) (registry code 2071818) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15069304 - Year built: 1968 - Engines: Continental O-200-A 100 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 1, 2022 - Destination: GEZ, Shelbyville, IN - Airport: N89, Joseph Y Resnick - Equipment: Stall warning system, Satellite tracking device ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 23; injuries: minor; flight instructor, commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; seat: right; restraint: 3-point; flight hours: 920 total, 6 in this make and model, 835 as pilot in command, 80 in the last 90 days, 4 in the last 30 days - Pilot-rated passenger; age 23; injuries: none; private; airplane ratings: single-engine land; seat: left; restraint: 3-point; flight hours: 129 total, 49 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 210° at 8 knots, gusting 15 - Visibility: 10 statute miles - Lowest ceiling: 2,700 ft broken - Temperature: 82 °F, dew point 72 °F - Altimeter: 30.16 inHg - Observed at: MGJ, 14 nm away - METAR: METAR KMGJ 071354Z AUTO 21008G15KT 10SM BKN027 28/22 A3016 RMK AO2 SLP211 T02830217 $ ## 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 20220807014229A](https://openairdocs.org/incident/20220807014229A), Aug 7, 2022: Cessna 150H, Ellenville, NY, Substantial damage. Pilot and passenger were returning to Indiana after the purchase of [privacy data omitted] a CE-150H. The weight and balance was completed. All checklists were… ## Other investigations on N50439 (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 NYC74DNA44](https://openairdocs.org/ntsb/NYC74DNA44), May 18, 1974: Cessna 150H (N50439), Slocum, RI, substantial damage ## Docket (9 files) The files NTSB released with the investigation on August 30, 2023, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=105680. 19.9 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 17 pages, 346 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14925729&FileExtension=pdf&FileName=1%206120_Redacted-Rel.pdf - Flight planning documents provided by pilot (item 2, PDF, 9 pages, 8.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14925850&FileExtension=pdf&FileName=2%20Flight%20Planning%20Documents-Rel.pdf - NTSB memorandum of record - Textron aircraft performance information (item 3, PDF, 2 pages, 129 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15033048&FileExtension=pdf&FileName=NTSB%20MOR%20Textron-Rel.pdf - New york state dmv police report (item 4, PDF, 3 pages, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15035915&FileExtension=pdf&FileName=3%20New%20York%20State%20DMV%20Police%20Report_Redacted-Rel-Rel.pdf - Excerpt - aircraft logbook (item 5, PDF, 1 page, 385 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15035840&FileExtension=pdf&FileName=Excerpt%20Airframe%20Logbook%20Redacted-Rel.pdf - Excerpt - engine logbook (item 6, PDF, 1 page, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14924976&FileExtension=pdf&FileName=5%20Excerpt%20-%20Engine%20Logbook_Redacted-Rel.pdf - NTSB examination summary (item 7, PDF, 14 pages, 3.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14925749&FileExtension=pdf&FileName=6%20Engine%20Exam%20Summary%20ERA22LA363-Rel.pdf - Photo array (item 8, PDF, 3 pages, 188 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14925860&FileExtension=pdf&FileName=7%20Photo%20Array-Rel.pdf - Statement of party representatives to NTSB investigation (item 9, PDF, 14 pages, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14925759&FileExtension=pdf&FileName=8%20Party%20Form%20Textron_Redacted-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.