On June 7, 2008, at approximately 1145 central daylight time, a single-engine Cessna 150M, was substantially damaged after impacting terrain near Forrest City Municipal Airport (FCY), Forrest City, Arkansas. The private pilot was seriously injured and the passenger sustained fatal injuries. The airplane was co-owned and operated by the pilot. The flight originated from Walnut Ridge Municipal Airport (ARG), Walnut Ridge, Arkansas at an unknown time and was destined for FCY. No flight plan was filed and visual meteorological conditions prevailed for the 14 Code of Federal Regulations Part 91 personal flight. Use your browsers 'back' function to return to synopsisReturn to Query Page
Two people provided eyewitness testimony. One eyewitness reported observing the pilot take-off with the airplane in a "very steep climb" numerous times prior to the day of the accident. On the day of the accident, this eyewitness observed the airplane in a steep climbing turn to enter the traffic pattern for runway 18. He estimated that the turn to enter the pattern was executed prior to reaching the departure end of the airfield.
A second eyewitness observed the airplane as it departed the airfield and entered the pattern. The eyewitness recalled that the engine sounded "smooth." Upon completing the turn to head north, the airplane was observed to descend rapidly and the impact the terrain nose-first. The eyewitness called for emergency services.
The pilot experienced difficulty recalling the events that transpired, but did recall that the approach did not seem normal, so he elected to perform a go-around. No further details could be provided by the pilot. The pilot was not able to provide an NTSB Form 6120.
An inspector from the Federal Aviation Administration (FAA) Flight Standards District Office (FSDO) responded to the scene and conducted an examination of the wreckage with technical assistance provided by representatives from Cessna Aircraft and Teledyne Continental Motors. The initial point of impact and main wreckage were located along a 350 degree magnetic heading. Impact signatures were consistent with a left wing low, steep-nose down attitude. Furthermore, the artiificial horizon displayed a left wing low, 15 degree nose down attitude. The throttle was found near the idle position. The mixture was found in the full-rich position. The flaps were found down at approximately 5 degrees. Elevator trim was found at approximately 5 degrees tab up. The wings were modified with a Horton short take-off and landing (STOL) kit, including wing vortex generators, modified wing tips and modified leading edges. The vertical stabilizer was modified with vortex generators. The fuel selector was in the "on" position and both wing fuel tanks were approximately 2/3 full. Fuel in both wing fuel tanks tested negative for water contamination using a water detection paste. No pre-impact anomalies were discovered with the airframe.
The engine's crankshaft was rotated by hand and valve train continuity and thumb compression was verified to all four cylinders. The magnetos were activated by hand-rotation of the propeller and "spark" was obtained from all harness leads. The firewall fuel screen and carburetor fuel screen were found clear of debris. The oil filter was examined and found to be clear of debris. No pre-impact anomalies were discovered with the engine.
At 1135 an automated weather reporting facility at Tunica Regional Airport (UTA), located approximately 26 nautical miles southeast of the accident site, reported winds from 130 degrees variable to 190 degrees at 11 knots gusting to 16 knots, visibility 10 miles, scattered clouds at 3,600 feet, temperature 88 degrees Fahrenheit, dew point 70 degrees Fahrenheit, and a barometric pressure of 30.12 inches of Mercury.