On November 21, 1995, at 0940 central standard time (cst), a Cessna 150M, N714QH, piloted by a private pilot, was substantially damaged during a collision with the ground shortly after a takeoff. Visual meteorological conditions prevailed at the time of the accident. The pilot reported he received serious injuries. The local personal 14 CFR Part 91 flight was not operating on a flight plan. The flight departed Lacon, Illinois, at 0930 cst. Use your browsers 'back' function to return to synopsisReturn to Query Page
From the pilot's written statement, the pilot left the traffic pattern for runway 31 (3200' x 75' dry/bituminous), and decided to practice crosswind landings on runway 36 (2200' x 50' dry/bituminous). During the approach, winds reported at Peoria Regional Airport, were from 310 degrees at 9 knots, gusting to 20 knots. The pilot selected 20 degrees of flaps at an airspeed of 65 to 70 knots range. The pilot said he compensated for the crosswind landing by lowering the left wing and adding right rudder. He said the airplane touched down long and fast with only one wheel touching the runway. The airplane began to drift sideways to the right. The pilot stated that he found the airplane was back in the air. The pilot stated, "...in trying to regain control, the plane entered a stall and spun to the ground some 200-250 feet from the runway... ."
In a phone interview with the pilot's instructor on December 1, 1995 at 0900, he said that the pilot was an average to below average student all the way through training. In addition, he said the pilot had a hard time knowing his own limitations, and was very aggressive on the flight controls in the airplane. A witness said as N714QH touched down, its left wing tip was raised upward. They said the airplane then drifted to the right side of the runway. The Pilot's Operating Handbook procedures for crosswind landings states, "When landing in a strong crosswind, use the minimum flap setting required for the field length. Use a wing low, crab, or combination method of drift correction and land in a nearly level attitude, then firmly lowering the nose wheel to the ground after initial contact. This action partially compresses the nose strut, permitting nose wheel swiveling and positive ground steering."