On March 20, 2005, about 1400 central standard time, a Cessna 150F single-engine airplane, N6828F, was substantially damaged following a loss of control shortly after takeoff from a private airstrip near Tontitown, Arkansas. The private pilot and his passenger were seriously injured. The airplane was registered to a corporation and was being operated by the pilot. Visual meteorological conditions prevailed for the Title 14 Code of Federal Regulations Part 91 personal flight for which a flight plan was not filed.

In a written statement the 450-hour pilot reported, "After reaching liftoff speed, aircraft lifted off. At approximately 300 feet the engine quit completely. The torque of the engine caused the aircraft to roll to the left and dive into the ground."

According to witnesses at the private airstrip, this was the pilot's second flight of the day. Prior to the mishap flight, the pilot had flown another passenger on a local 20-minute flight and had landed on runway 18, (a 2,200-foot long by 50-foot wide grass runway).

Local law enforcement officials interviewed the passenger from the first flight. The passenger, who identified himself as a certificated pilot, reported that everything was "fine" during the first flight. He added that he observed the airplane takeoff for its second flight from runway 36 and that reported that "the nose of the plane was too steep and the plane malfunctioned causing it to stall out and dive towards the ground."

The witness added that the airplane impacted the ground while in a nose low attitude and came to rest upright in a grass field approximately 250 feet west and about 1,500 feet from the departure end of the runway.

Investigators from the Federal Aviation Administration (FAA), Teledyne Continental Motors, and the Cessna Aircraft Company responded to the accident site. The investigators conducted an onsite investigation and reported that the airplane sustained extensive structural damage.

An examination of the engine revealed that heavy impact damage. Valve train continuity and compression were confirmed to each cylinder. The magnetos were manually rotated, and both magnetos produced spark to all spark plug leads. The upper spark plugs were removed and exhibited gray deposits and had "Normal" wear per the Champion spark plug chart (AV-27).

One propeller blade was bent at mid-span towards the non-cambered side. The outer eight inches exhibited leading edge polishing and chord wise scratches. The leading edge contained a deep gouge approximately three inches inboard from the propeller tip.

The other propeller blade was bent approximately 12 inches outboard from the hub at an angle of approximately 45 degrees towards the non-cambered side. There were no leading edge gouges or chord wise scratches.

An examination of the airframe revealed that the flaps were in the fully retracted position and the elevator trim was found in approximately a 5-degree tab up position.

Examination of the fuel system revealed that the fuel selector was in the "ON" position. Approximately seven gallons of blue colored fluid consistent with 100LL aviation fuel was drained from the left fuel tank. While draining the left fuel tank a small amount of brown contaminant exited the tank along with the fuel. The same contaminate was also found in the fuel captured from the gascolator.

At 1353, the weather observation facility at Northwest Arkansas Regional Airport (XNA), near Springdale, Arkansas, located approximately 8 nautical miles northwest of the accident site, reported winds from 150 degrees at 10 knots, visibility 10 statute miles, clear of clouds, temperature 68 degrees Fahrenheit, dew point 32 degrees Fahrenheit, and a barometric pressure setting of 29.95 inches of Mercury.

At 1352, the weather observation facility at Drake Field Airport (FYV), near Fayetteville, Arkansas, located approximately 10 nautical miles southeast of the site of the accident, was reporting the wind from 200 degrees at 7 knots, visibility 10 statute miles, clear of clouds, temperature 68 degrees Fahrenheit, dew point 28 degrees Fahrenheit, and barometric pressure setting of 29.95 inches of Mercury.

When asked for safety recommendations, the pilot reported, "shoulder harnesses would have lessened injuries."

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