SEA98LA093

Witnesses reported the airplane made an approach to a small private grass airstrip adjacent to the crash site in an easterly direction, then began a go-around late in the approach (they reported the aircraft was below the tops of power poles in the area at this point, at an estimated height between 30 and 50 feet above ground level). The one-way airstrip, with landings to the east and takeoffs to the west, is 800 feet long and has trees at both ends and on both sides. The witnesses reported that during the attempted go-around, the airplane began a right turn, and that in this turn the airplane's right wingtip dragged the ground and the airplane crashed into a field. On-scene investigators found no evidence of preimpact mechanical malfunction, sabotage or tampering, preimpact airframe structural failure, or fire. The pilot's third-class FAA medical certificate was expired; however, autopsy and toxicology tests did not indicate that medical factors were involved.

On June 9, 1998, approximately 1700 Pacific daylight time, a Cessna 150, N7759E, crashed near Amboy, Washington, substantially damaging the aircraft and fatally injuring the private pilot/owner of the aircraft, who was its sole occupant. The departure and destination points of the accident flight were not determined, but an acquaintance of the pilot stated that the aircraft was kept at Sutton's Private Airstrip, which is located in Amboy about 4 to 5 miles from the crash site. Daylight visual meteorological conditions prevailed and no flight plan had been filed for the 14 CFR 91 personal flight.

Witnesses told an on-site FAA investigator that they observed the airplane make an approach to a small private grass airstrip adjacent to the crash site in an easterly direction, then begin a go-around late in the approach. (The airstrip is east-west oriented and 800 feet long, and has trees at both ends and on both sides. The airstrip owner, who stated he was a friend of the accident pilot, told on-scene investigators the airstrip is one-way, with approaches to the east and takeoffs to the west, and that the accident pilot was familiar with operations at the airstrip.) The witnesses reported that the aircraft was below the tops of power poles in the area at this point, and estimated its height as between 30 and 50 feet above ground level. They reported that during the attempted go-around, the airplane began a right turn, and that in this turn the airplane's right wingtip dragged the ground and the airplane crashed into a field.

The following weather conditions were reported at Portland International Airport, Portland, Oregon (approximately 20 nautical miles south-southwest of Amboy), at 1656: ceiling 4,700 feet broken, visibility 10 statute miles, winds from 290 degrees at 9 knots, temperature 23 degrees C, and dewpoint 16 degrees C. According to FAA carburetor ice hazard prediction data, the combination of temperature and dewpoint reported in the 1656 Portland observation represents a hazard of serious carburetor icing at glide power. At the accident site, the aircraft's carburetor heat control was noted to be in the "on" position.

Investigators from the FAA, Cessna Aircraft Corporation, and Teledyne Continental Motors performed an on-site examination of the aircraft wreckage and found no evidence of preimpact mechanical malfunction, tampering or sabotage, preimpact structural failure, or fire. Fuel found aboard the aircraft was noted to be automotive gasoline, with some contamination found in the fuel system. Copies of aircraft and engine logbooks received by the NTSB did not contain any entries indicating that the aircraft had been modified to operate on automotive gasoline in accordance with an FAA Supplemental Type Certificate (STC).

An autopsy on the pilot was performed by the Clark County Medical Examiner, Vancouver, Washington, on June 10, 1998. The cause of the pilot's death was ruled to be blunt head trauma. Toxicology tests on the pilot were performed by the FAA Civil Aeromedical Institute (CAMI), Oklahoma City, Oklahoma. The CAMI toxicology tests screened for carboxyhemoglobin, cyanide, ethanol and drugs and did not detect any of these substances. The pilot's third-class FAA medical certificate, dated January 2, 1996, was expired.