WPR18LA255

The flight instructor and student pilot were performing touch-and-go takeoffs and landings on runway 14. The instructor stated that the second touch-and-go “went bad,” but he could not remember the events of the accident. The student pilot did not provide a statement. The recorded weather conditions at a nearby airport about the time of the accident included wind from 160° at 17 knots with gusts to 23 knots, resulting in a 7-knot right crosswind component for the landing runway. The airplane came to rest inverted about 1,800 ft down the 3,000-ft-long runway. The wing flaps were in the fully extended position, and examination of the flight controls revealed no anomalies. The runway displayed impact markings consistent with contact from the left wing about 1,700 ft down the runway and to the right of the runway centerline. The circumstances of the accident are consistent with a loss of directional control during a touch-and-go landing in gusting crosswind conditions.

On September 4, 2018, about 1226 central daylight time, a Cessna 150F airplane, N8028F, was substantially damaged when it was involved in an accident near Richland, Missouri. The flight instructor was seriously injured, and the student pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. The instructor reported that he and the student pilot were performing touch-and-go practice takeoffs and landings on runway 14. He stated that the second touch-and-go “went bad” and that he could not recall what had happened. Examination of the accident site by a Federal Aviation Administration (FAA) inspector revealed impact marks on the runway surface consistent with the nose landing gear and a rotating propeller. According to the inspector, the airplane exited the left side of runway 14, about 1,800 ft from the approach end. The airplane came to rest inverted about 25 ft from the runway with substantial damage to the wings and vertical stabilizer. The flaps were found in the fully extended position. Control continuity was established after the airplane was removed from the accident site. The 1156 automated weather observation at Waynesville-St. Robert Regional Airport (TBN), Fort Leonard Wood, Missouri, about 17 miles to the southeast, included wind from 160° at 17 knots (kts) gusting to 23 kts, 10 miles visibility, and clear skies. The landing runway heading was 140° magnetic, which resulted in a 7-kt right crosswind component. According to the airplane’s owner’s manual: Flap Settings Normal and obstacle clearance take-offs are performed with flaps up. The use of 10-degrees flaps will shorten the ground run approximately 10%, but this advantage is lost in the climb to a 50 ft obstacle. Therefore, the use of 10-degrees flap is reserved for minimum ground runs or for take-off from soft or rough fields with no obstacles ahead...Flap deflections of 30-degrees or 40-degrees are not recommended at any time for take-off. Crosswind Take-offs Take-offs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift.