On, March 19, 1995 about 0915 eastern standard time, a Cessna 150J, N60949, operated by Lehigh Valley Aviation and piloted by Jon E. Goodman, was substantially damaged during an aborted takeoff at Slatington Airport, Slatington, Pennsylvania. The pilot and passenger were not injured. Visual meteorological conditions prevailed for the intended local flight conducted under 14 CFR Part 91. Use your browsers 'back' function to return to synopsisReturn to Query Page
In the NTSB form 6120.1/2 the pilot reported, there was a light wind from the south and he departed runway 19. The pilot further stated:
...Normal build up of speed, became slightly hesitant around takeoff speed (60 MPH). 3/4 down the runway, engine RPM dropped, airspeed quickly dropped below 50 MPH. This is when I decided to abort. At most the airplane was 1 to 5 feet off the ground.
In a telephone interview the pilot added, during the aborted takeoff the airplane porpoised on the runway. He reduced the power to idle, and applied brakes. The airplane overran the runway. The nose gear struck a log, and the airplane nosed over.
According to the Airport Facility Directory, runway 19 is 2520 feet long with obstacles at both ends. The first 1950 feet is asphalt, and the remaining 570 is turf.
According to the Federal Aviation Administration Inspector's statement, no malfunctions were detected in the engine or airframe. The statement further stated:
...The gascolator still had clean fuel in it and the fuel lines were still intact to the carburetor, which still had fuel....The air filter was [checked] for obstructions, and none were found....The top spark plugs were removed and all four cylinders [had] compression. The spark plugs [had] no deposits or fouling....The impulse coupling sounded normal when the propeller was rotated.
The temperature and dew point at Allentown, Pennsylvania, 12 miles southeast of the accident scene were reported to be 44 degrees F and 36 degrees F respectively at 0845. Additionally, at 0945, the temperature and dew point were 48 degrees F and 34 degrees F. According to a carburetor icing probability chart, both sets of conditions were conducive for serious icing at cruise or climb power.