ATL00FA061
ATL00FA061

HISTORY OF FLIGHT

On June 8, 2000, at 1809 central daylight time, a Cessna 150G, N3711J, collided with the ground and burst into flames shortly after takeoff from runway 09 at the University/Oxford County Airport in Oxford, Mississippi (UOX). The training flight was operated by the certified flight instructor under the provisions of Title 14 CFR Part 91 with no flight plan filed. Visual weather conditions prevailed at the time of the accident. The airplane was destroyed, and the certified flight instructor and the student pilot were fatally injured. The flight departed Oxford, Mississippi, at 1808.

Friends of the flight instructor stated that he and the student pilot were planning remain in the traffic pattern and practice touch and go landings in the traffic pattern. According to witnesses near the accident site, the airplane departed Oxford and climbed to approximately 400 feet above the ground. Another witness reported that it appeared that the engine lost power. As the airplane approached the departure end of runway 09, the airplane entered a steep left turn and lost altitude. Eyewitnesses stated that the airplane entered a nose low attitude, collided with the ground 100 yards left of the extended centerline of runway 09, and burst into flames.

PERSONNEL INFORMATION

The pilot held a commercial pilot certificate with airplane single and multi-engine land, and instructor single engine land ratings. His total flight time was 900 hours and the approximately flying time in the Cessna 150 was not determined. The pilot held a current first class medical certificate, dated July 21, 1999, valid with no restrictions or limitations. The pilot's flight logbooks were not recovered for examination.

AIRCRAFT INFORMATION

The Cessna 150G, N3711J, was owned and operated by Chris R. Bond of Abbeville, Mississippi. N3711J was a high-wing airplane powered by a Continental Motors O-200-A, 100 horsepower engine. A review of the airplane maintenance logbooks showed that the airplane was maintained in accordance with applicable Federal Aviation Regulations.

METEOROLOGICAL INFORMATION

The Memphis, Tennessee, 1953 surface weather observation reported sky clear, visibility 10 miles, wind 150 degrees at eight knots gusting to 15. The accident site is approximately 45 miles south the weather reporting facility in Memphis, Tennessee. A review of the icing probability curves revealed that weather conditions were favorable for the formation of carburetor ice.

AIRPORT INFORMATION

University/Oxford County Airport has one asphalt runway, 09 and 27, which is 4700 feet long and 100 feet wide. At the time of the accident, runway 09 was in use.

WRECKAGE AND IMPACT INFORMATION

Examination of the accident site disclosed that the airplane collided with the ground on a ridge beyond the end of the runway. Wreckage debris from the airplane was scattered over an area 40 feet long and 40 feet wide. The nose of the airplane was buried several inches in the ground but the nose section of the airframe was oriented on a northwest magnetic heading. The center section of the airframe and the cockpit sustained extensive fire damage.

The left and right wing assemblies were located in their respective positions at the wreckage site. Both leading edges of the wing assemblies sustained chord-wise crush damage. Fire damage extended outboard throughout the span of both wing assemblies. Both fire-damaged fuel tanks were located in their respective positions of the wing structure. A small quantity of blue color aviation fuel was recovered from the fuel system.

The flight control surfaces were located in their respective positions on the airframe. Flight control cable connections and control cables were traced to each flight control surface. Control surface movement was verified to each component. The wing trailing edge flap surfaces appeared to have been extended but the examination of the flap actuator showed no threads on the jackscrew which is the normal retract position.

The engine assembly was co-located at the accident site with the nose section of the airframe. The propeller assembly was attached the engine propeller flange. The subsequent examination of the engine disclosed that it had also sustained extensive fire damage to the carburetor and induction systems. During the engine examination drive train continuity was established to the accessory section of the engine despite the fire damage.

Examination of the airframe and the engine assembly failed to disclose a mechanical malfunction or component failure.

MEDICAL AND PATHOLOGICAL INFORMATION

Dr. Stephan Haynes performed postmortem examinations of the certified flight instructor and student pilot. The Forensic toxicology was performed by the FAA Toxicology and Accident Research Laboratory, Oklahoma City, Oklahoma. The test was negative for carbon monoxide, cyanide, drugs and alcohol for the certified flight instructor. The toxicology for the student pilot revealed PHENTERMINE, in the blood specimen. Phentermine a controlled substance used for obesity. Toxicology examinations for carbon monoxide, cyanide and alcohol were all negative for the student pilot.

ADDITIONAL INFORMATION

The airplane wreckage was released on June 13, 2000 to Mr. John R. Ashford & Association. an insurance adjuster, Sherman, Texas.

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