N22721

HISTORY OF FLIGHTOn September 20, 2015, about 1251 eastern daylight time, a Cessna 150H, N22721, registered to and operated by Bargabos Earthworks, Inc., dba Eagle View Flight, was destroyed when it collided with trees then terrain near Morrisville, New York. The private pilot and one passenger were fatally injured. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal, local flight that departed from Hamilton Municipal Airport (VGC), Hamilton, New York, about 1217.

The airplane owner indicated that the pilot rented the airplane for the purpose of a pleasure flight. About 20 minutes after departure, he heard her announce on the VGC common traffic advisory frequency that she was over Colgate University, which was the last communication from her. He further indicated there was no distress call made by the pilot.

Review of air route surveillance radar data revealed an uncorrelated visual flight rules target with a 1200 transponder code at 1217:53, at 1,300 feet mean sea level (msl) was located 347 degrees and 0.4 nautical mile from the departure end of runway 35 at VGC. The target, which was consistent with the accident airplane's departure, proceeded north and then east of VGC, where a 270 degree turn occurred, followed by proceeding in a southerly direction flying around Colgate University where another 270 degree turn occurred. The flight then proceeded in a north-northwesterly direction flying between 2,300 and 2,400 ft msl east and north of VGC until 1245, and then turned to the left and proceeded in a westerly direction until 1249. The flight turned right to a northwesterly direction until 1250, then performed a 180 degree turn to the left and proceeded in a south-southeasterly direction with an increase and decrease in altitude noted. The flight continued in the south-southeasterly direction until about 1251; the altitude was noted to increase from 1,900 to 2,000 ft between the last two radar returns, which were 12 seconds apart. The last uncorrelated radar target was at 1251:17, at 2,000 ft msl. The accident site was located about 141 degrees and 1,600 ft from the last radar target.

Witnesses who were located along or near the airplane's final flight path reported hearing an engine malfunction, that was described as "spitting and sputtering." Several witnesses also reported that the engine experienced a total loss of power while the airplane was climbing, then it restarted when the airplane was descending. The engine was heard to lose power again while climbing consistent with the altitude increase during the last two radar returns, but the engine did not restart during the subsequent descent. The airplane was then observed to pitch nose-down and then "spiraled towards the ground." One of the witnesses who was located northwest of the accident site and was on a tractor with the engine running reported he did not see any smoke trailing the airplane.

One witness drove to the area and located the wreckage, then directed first responders to the accident site. PERSONNEL INFORMATIONThe pilot, age 18, seated in the left seat, held a private pilot certificate with an airplane single-engine land rating issued August 17, 2015. She held a third class medical certificate with no limitations issued October 3, 2013.

A review of the pilot's logbook that contained entries from her first logged flight dated August 2, 2013, to her last logged flight dated September 2, 2015, revealed she logged a total time of 130.6 hours, of which 13.9 hours were as pilot-in-command (PIC). Of the 13.9 hours logged as PIC, 1.1 hours were in the accident airplane. In the last 90 and 30 days, she logged 14.1 hours and 3.4 hours, respectively, of which 2.9 hours were in the accident airplane.

According to the airplane owner, he flew with the accident pilot in the accident airplane on two separate flights as part of a checkout for insurance purposes. The checkout flights were performed on August 29 and 30, 2015; the flight duration of both was recorded to be 1.8 hours. The flights included practice departure stalls, approach to landing stalls, a power off stall from a left skidding turn, and several simulated engine failures; one of which culminated with a landing to a grass field. The airplane owner indicated that the accident pilot performed all the maneuvers "very well."

According to Federal Aviation Administration (FAA) records, the passenger did not hold any pilot certificate. AIRCRAFT INFORMATIONThe airplane was manufactured in 1968 by Cessna Aircraft Company. It was powered by a 100 horsepower Continental O-200-A engine, and equipped with a McCauley 1A101DCM 6948 fixed pitch propeller.

On September 16 and 17, 2015, the airplane was flown by a private pilot. The total flight duration of both flights was reported to be .9 hour. The private pilot reported that he did not experience any abnormal issues during the flights. He further recalled that the stall warning horn activated during one landing, just before touchdown.

Review of the engine logbook revealed the engine was overhauled last on June 26, 1980; the engine total time before overhaul was unknown. At the engine overhaul, new Slick magnetos were installed. The engine was installed at tachometer time 2,816, and had accrued about 2,059 hours since overhaul at the time of the accident.

According to maintenance records, the airplane's last annual inspection was signed off as being completed on April 8, 2015, at an airframe total time of 4,821.4 hours. The airplane had been operated about 55 hours since the inspection. METEOROLOGICAL INFORMATIONA weather observation taken at Griffiss International Airport (RME), Rome, New York, at 1253, reported the visibility was 10 statute miles, and few clouds at 3,800 ft. The temperature and dew point were 17 and 7 degrees Celsius respectively, and the altimeter setting was 30.16 inches of mercury. The accident site was located about 22 nautical miles south-southwest from RME.

According to a carburetor icing probability chart found in FAA Special Airworthiness Information Bulletin CE-09-35, the temperature and dew point reported at RME about the time of the accident were favorable for "serious icing at glide power." AIRPORT INFORMATIONThe airplane was manufactured in 1968 by Cessna Aircraft Company. It was powered by a 100 horsepower Continental O-200-A engine, and equipped with a McCauley 1A101DCM 6948 fixed pitch propeller.

On September 16 and 17, 2015, the airplane was flown by a private pilot. The total flight duration of both flights was reported to be .9 hour. The private pilot reported that he did not experience any abnormal issues during the flights. He further recalled that the stall warning horn activated during one landing, just before touchdown.

Review of the engine logbook revealed the engine was overhauled last on June 26, 1980; the engine total time before overhaul was unknown. At the engine overhaul, new Slick magnetos were installed. The engine was installed at tachometer time 2,816, and had accrued about 2,059 hours since overhaul at the time of the accident.

According to maintenance records, the airplane's last annual inspection was signed off as being completed on April 8, 2015, at an airframe total time of 4,821.4 hours. The airplane had been operated about 55 hours since the inspection. WRECKAGE AND IMPACT INFORMATIONThe airplane crashed at the edge of a tree line adjacent to a field. The accident site was located about 310 degrees and 6 nautical miles from the geographic center of VGC. Further inspection of the immediate area revealed a gentle sloped clearing at a higher elevation about 700 feet and 160 degrees from the accident site location.

The airplane came to rest with the empennage elevated at a 60 degree angle from the ground. The empennage was lying over both wings, which was oriented on a magnetic heading of 308 degrees. Inspection of the immediate area revealed damage to several tree limbs of an 80-foot tall tree about 30 feet above ground level; the tree limbs were damaged on the northwest side of the tree. The heading from the damaged tree limbs to the main wreckage was approximately 194 degrees. Also located in the immediate wreckage area were tree limbs of varying diameters, none of which exhibited evidence of smooth cuts oriented at a 45-degree angle. All primary and secondary flight controls and structure remained attached or were in close proximity to the main wreckage. No pre or postcrash fire was noted on any component of the wreckage.

Examination of the cockpit, which was destroyed by impact revealed the pilot's seat remained attached to the seat tracks at all seat feet positions; the seat lock pin was in the fourth hole from the front, and a safety stop was in place on the inboard seat track. The pilot's lapbelt and shoulder harness remained attached, but the lapbelt webbing was cut. The co-pilot's seat remained attached at the left forward and right aft seat feet positions. The co-pilot's lapbelt and shoulder harness were not buckled. The pilot's control yoke was fractured, while the right horn of the co-pilot's control yoke was fractured. The airspeed indicator, which was separated from the instrument panel indicated 68 mph. The vertical speed indicator was separated from the instrument panel and the needle was separated from faceplate, no needle slap mark was noted. The throttle control was extended 1.75 inches, and the mixture control was fractured at the instrument panel. The carburetor heat control knob was missing and the control was extended 0.50 inch. The tachometer was impact damaged and the needle was missing, no needle slap mark was noted. A needle slap mark on the oil pressure gauge faceplate was noted at the lower end red line radial. The ignition switch was in the both position and the key was inserted but broken. The switch was impact damaged. It was disassembled with no evidence of any...