# NTSB MIA04FA044: Cessna 150M, N63159, Venice, FL, January 18, 2004 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: January 17, 2004, 19:21 local (Jan 18, 2004, 00:21 UTC) - Place: Venice, FL - Coordinates: 27.060277, -82.437774 - Nearby events: https://openairdocs.org/map.md?lat=27.0603&lon=-82.4378&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report April 28, 2005 - Report: Approved by Office Director - Parties: FAA Flight Standards District Office, Teledyne Continental Motors, Cessna Aircraft Company - NTSB case key (mKey): 58656 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA04FA044 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/58656/pdf - Page: https://openairdocs.org/ntsb/MIA04FA044 ## Probable cause The spatial disorientation of the flightcrew during the dark night and their failure to maintain control of the airplane resulting in the uncontrolled descent and in-flight collision with trees and terrain. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, takeoff - initial climb - light condition - dark night - spatial disorientation, flightcrew (cause) - aircraft control - not maintained, flightcrew (cause) - In flight collision with object, descent - uncontrolled - object - tree(s) ## Analysis After takeoff, the flight proceeded to another airport where one touch-and-go landing was performed. The flight then proceeded to the Venice Municipal Airport, where, according to a witness reported she heard hearing an airplane for a total time of between 30 seconds and 1 minute. During the entire time she heard the airplane, the engine sputtered. She observed an airplane flying what was reported to be southbound, then observed the airplane bank to the right, and descend nose low before the sound of the crash. The also reported it was a dark night. The post-accident examination of the airplane revealed the fuel vent line was internally obstructed with an insect nest. Both fuel tank caps were of the vented type, and the air passages were clear; the crossover vent line from the right to left tank was crushed but free of obstructions. The Pilot's Operating Handbook indicates that during the preflight inspection, the fuel tank vent opening is to be checked for stoppage; though the handbook does not indicate to check that the vent line assembly into the fuel tank is free of obstructions. The investigation revealed the left-seat occupant had noted on the day of the accident that the vent line was blocked and informed the owner of the airplane. The owner checked but it did not appear to him that the line was blocked. No subsequent maintenance was performed on the line. The airplane was then operated about 1 hour 13 minutes on two separate flights. The owner was aboard the airplane during one of the flights, which lasted about 20 minutes. The owner did not report any discrepancies during his 20-minute flight. The airplane "Service Manual" indicates that, "Any fuel vent found plugged or restricted must be corrected prior to returning aircraft to service. ## Factual narrative HISTORY OF FLIGHT On January 17, 2004, about 1921 eastern standard time, a Cessna 150M, N63159, registered to a private individual, collided with trees then terrain near the Venice Municipal Airport, Venice, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91, local, instructional flight from the Charlotte County Airport, Punta Gorda, Florida. The airplane was destroyed and the certified flight instructor (CFI) and pilot-rated student were fatally injured. The flight originated about 1828, from Charlotte County Airport. According to air traffic control (ATC) information, at approximately 1828 hours, an occupant of the airplane contacted the Southwest Florida International Airport (RSW) Air Traffic Control Tower (ATCT), and advised that the flight was at 800 feet inbound to Page Field Airport, Fort Myers, Florida. The airplane was radar identified and at that time the airplane was later determined to be located 189 degrees and 2.24 nautical miles from the departure airport. The flight remained in contact with RSW ATCT until 1838, when ATC communications were transferred to Page Field Airport (FMY) ATCT. An occupant of the airplane contacted that facility at approximately 1838, and advised that the flight was inbound to the airport for runway 23. At approximately 1843, an occupant of the airplane advised the FMY ATCT that the flight was on a right base to runway 23; the controller cleared the flight for a touch-and-go landing. At approximately 1849, the controller advised the flight to contact the RSW ATCT, which occurred at approximately 1850. The flight remained in contact with the RSW ATCT until approximately 1858, when radar services were terminated. At that time the airplane was located approximately 8 miles south-southeast of the Charlotte County Airport, Punta Gorda, Florida. There was no further recorded ATC communications with the accident flight. According to a witness located near the Venice Municipal Airport, she was outside her house on the date and presumed time of the accident and reported hearing an airplane for a total time of between 30 seconds and 1 minute; the engine was sputtering the entire time she heard the airplane. She observed an airplane flying what was reported to be southbound, then observed the airplane bank to the right, and descend nose low. She felt the airplane had crashed and called 911 to report what she heard and talked with the Sarasota County Consolidated Communications Center (911 call center). The 911 call center operator referred her to the Air and Marine Operations Center of the Bureau of Immigrations and Customs Enforcement (formally known as DAICC), located in California. The 911 caller could not recall the phone number she was provided and called back to the Sarasota 911 call center. The 911 call center operator who took the second call attempted to communicate with the airport on four separate phone numbers that were listed in the phone book; none of the phone calls were answered. The second call operator established communications with a Sarasota County Aviation Unit deputy who was at the Venice Municipal Airport, and asked him if he had a report of an airplane in distress. The deputy reported the airplane in distress must have been the big airplane that just landed. The Sarasota County 911 call center did not establish communications with the Venice Police Department alerting them of the report of an airplane in distress near the Venice Municipal Airport as first reported in the 911 call. The mother of one of the occupants was observed by a deputy with the Charlotte County Sheriff's Office at the departure airport about 0040 the following morning, inquiring whether her son had returned. An alert notice (ALNOT) was issued by the Federal Aviation Administration Automated Flight Service Station, St. Petersburg, Florida, at 0044 hours on January 18, 2004. The Charlotte County Sheriff's Department contacted the Venice Police Department at 0115 hours on the 18th of January, advising them to Be On Look Out (BOLO), for the accident airplane. Personnel from Venice Police Department performed a search of the Venice Municipal Airport but did not located the airplane. A search for the airplane was initiated by the Charlotte County Sheriff's Department, with the assistance of the Civil Air Patrol. The wreckage was located in a wooded area at approximately 1408 hours on January 18, 2004; adverse weather was noted during the search. Review of recorded radar data revealed that after the airplane was radar identified at approximately 1829, the flight proceeded in a southeasterly direction to Page Field, Fort Myers, Florida, where the airplane turned onto final approach for runway 23. As the voice communications indicate, the flight was cleared for a touch-and-go landing on runway 23, and after the touch-and-go landing was completed, ATC communications were transferred to RSW ATCT. The radar data further indicates that after the touch-and-go landing was performed, the flight proceeded to the northwest and flew over the intersection of runways 23 and 04 at the Venice Municipal Airport at approximately 1917:24, in a westerly direction. The airplane flew over the Gulf of Mexico, then turned to the northwest and performed a 180-degree turn flying in a southeasterly direction. A radar target associated with the accident airplane was located at 100 feet northwest of the approach end of runway 13, at 1919:10. The next recorded radar target associated with the accident airplane at 1920:28, was located near the departure end of runway 13; the radar target was at 200 feet. The radar data indicates that from then to the last radar target at 1921:01, the airplane climbed to a maximum altitude of 400 feet and flew east, then turned to the south, then turned to the east again, followed by a right turn flying on a south-southwesterly heading. The first contacted tree was located .19 nautical mile and 274 degrees from the last recorded radar target location. PERSONNEL INFORMATION The pilot in the left seat was the holder of a private pilot certificate with airplane single engine land rating, which was issued on November 10, 1999. He was the holder of a third class medical certificate issued on March 3, 2003, with the limitation, "Holder must have corrective lenses available for near vision while exercising the privileges of his airman certificate." A review of the application for his last medical certificate revealed he indicated his total pilot time was 456 hours. He did not have any record of previous accidents/incidents, or enforcement actions. The pilot in the right seat was the holder of a commercial pilot certificate with airplane single engine land, and instrument airplane ratings, which was issued on August 11, 2003. He was also the holder of a certified flight instructor certificate with airplane single engine rating which was issued on June 13, 2003. He was the holder of a first class medical certificate issued on May 13, 2003, with no limitations. A review of the application for his last medical certificate revealed he indicated his total pilot time was 260 hours. He did not have any record of previous accidents/incidents, or enforcement actions. AIRCRAFT INFORMATION The airplane was manufactured by Cessna Aircraft Company in 1975, as a 150M model, and designated serial number 15077146. It was equipped with a Continental O-200-A, 100-horsepower engine, and a fixed pitch McCauley 1A102/OCM 6948 propeller. Review of the maintenance records revealed the airplane was last inspected in accordance with an annual inspection that was signed off on April 21, 2003. The airplane had accumulated 120.3 hours at the time of the accident since the inspection. METEOROLOGICAL INFORMATION A METAR weather observation taken on the day of the accident at 1953, or approximately 26 minutes after the accident, from the Sarasota-Bradenton Interna ## Aircraft - Registration: [N63159](https://openairdocs.org/deregistered/N63159-2014-11-12), registration cancelled 2014-11-12, S/N 15077146, built 1975 (OpenAirDocs) - Reported make and model: Cessna 150M - Registry model: [Cessna 150M](https://openairdocs.org/model/cessna-150m) (registry code 2071830) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15077146 - Airframe hours: 6511.8 - Engines: Continental O-200-A 100 horsepower reciprocating - Damage: Destroyed - Flight: Instructional, Part 91 - Registered owner: Gary A. Myers - Airworthiness certificate: Standard, Utility - Last inspection: Annual, April 21, 2003, 120.3 hours before - Departed: KPGD, Punta Gorda, FL - Destination: KPGD ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 32; injuries: fatal; flight instructor, commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; last flight review August 11, 2003; seat: right; toxicology performed; flight hours: 260 total - Student pilot; age 57; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 456 total ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 140° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 61 °F, dew point 55 °F - Altimeter: 29.94 inHg - Observed at: KSRQ ## 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 20040117005259A](https://openairdocs.org/incident/20040117005259A), Jan 17, 2004: Cessna 150M, Venice, FL, Destroyed, 2 fatal. (-23) Aircraft crashed south of Venice airport in a thicket of palmetto and palm trees, and struck an embankment. Both pilot and passenger were dead at the… 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.