Event CEN23FA315

Factual narrative

HISTORY OF FLIGHTOn July 22, 2023, at 2224 central daylight time, a Cessna 150L airplane, N17043, was substantially damaged when it was involved in an accident near Houston, Texas. The student pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. According to a family member familiar with the accident flight, the pilot was moving furniture and other belongings to his new hangar and then wanted to fly “a few laps” around the airport traffic pattern. Airport surveillance video showed that the pilot arrived at his hangar at 2207. At 2222, the pilot made a radio call that he was departing from runway 15. At 2223, the airplane departed runway 15 then continued south out of view. At 2224, the airplane could be seen flying northbound in the traffic pattern (east side of the runway), then descended toward the ground. There was a large flash observed where the airplane impacted the ground. Figure 1 depicts the estimated flight path based on the surveillance videos. Figure 1. Google Earth view of the accident area and estimated flight path. A local business’s surveillance camera that recorded a video of the accident is labeled “Camera.” Surveillance video from a camera located at a local business showed the airplane flying north, in seemingly level flight. The airplane then quickly descended toward the ground and impacted power lines, which produced a large flash and sparks. The airplane’s white landing light was visible during the level flight and descent, was briefly not visible for less than 1 second, then was visible again just before the impact with power lines (see figure 2). There was no radar or ADS-B flight track data associated with the airplane. Figure 2. Composite image from surveillance video showing the flight path. PERSONNEL INFORMATIONThe student pilot received a third-class Federal Aviation Administration (FAA) medical certificate on August 22, 2009, at which time he reported 120 total hours of flight experience, with 10 hours in the previous 6 months. The pilot’s logbooks were not available during the investigation; therefore, the pilot’s total flight experience, night experience, and recency of experience could not be determined. AIRCRAFT INFORMATIONAccording to fuel receipts from West Houston Airport (IWS), on June 25, 2023, the pilot purchased 13.9 gallons of 100LL aviation fuel. The number of flights since the refueling could not be determined. The airplane’s maintenance logbooks were not available during the investigation. METEOROLOGICAL INFORMATIONBased on recorded weather conditions at the accident airport, the airplane was operating in an environment conducive to the development of carburetor icing at glide and cruise power. AIRPORT INFORMATIONAccording to fuel receipts from West Houston Airport (IWS), on June 25, 2023, the pilot purchased 13.9 gallons of 100LL aviation fuel. The number of flights since the refueling could not be determined. The airplane’s maintenance logbooks were not available during the investigation. WRECKAGE AND IMPACT INFORMATIONThe airplane came to rest inverted and entangled in power lines in a grassy area next to a road. The airplane exhibited multiple impact signatures and thermal damage from impact with the power lines. Examination of the wreckage revealed no mechanical malfunctions or anomalies with the flight controls that would have precluded normal operation; however, all flight control hardware exhibited corrosion. The fuel system remained intact except for a vent line in the upper right wing root at the rubber hose connection. Both wing fuel caps remained installed and secure. Evidence of fuel blighting was observed in the grass in the vicinity of the wreckage. About 0.6 gallons of blue fuel was drained from the right wing; the left wing tank was empty. The firewall fuel strainer contained orange/brown debris. The debris sample was sent to the NTSB Materials Laboratory for analysis, which found that the sample consisted mostly of carbon (C), oxygen (O), and aluminum (Al), with small amounts of sodium (Na), silicon (Si), and iron (Fe). This is consistent with the presence of aluminum wear particles from the fuel system as well as dirt/soil present in the fuel system. The engine remained partially attached to the firewall via fractured engine mounts and exhibited several areas of corrosion. Engine continuity was confirmed from the crankshaft to the accessory section when the propeller was rotated. Suction and compression were obtained in each cylinder. The original oil screen remained installed and contained about 1 ounce of oil sludge and carbon fragments surrounding the screen and in the screen’s housing. According to FAA airworthiness records, a supplemental type certificate (STC) approved spin-on oil filter adapter was installed in 1993. Per the STC installation instructions, the oil screen was to be removed from the oil system as part of the adapter installation. The spin-on oil filter was cut open and no contaminants were observed. The oil drained from the engine and that observed in the oil filter appeared clean and relatively new. One propeller blade was bent aft and exhibited leading edge damage, polishing, and chordwise scratches. There were two areas that exhibited thermal damage. The other propeller blade was bent aft, exhibited leading edge damage, polishing, and chordwise scratches. There was one area that exhibited thermal damage. The pilot’s headlamp was found in the cockpit area. The headlamp was found on and set to the brightest white setting. The headlamp did not have a red lens or setting for night operations. ADDITIONAL INFORMATIONThe FAA’s Airplane Flying Handbook (FAA-H-8083-3C), Chapter 11, provided the following information: Vision Under Dim and Bright Illumination The eye’s adaptation to darkness is another important aspect of night vision. When a dark room is entered, it is difficult to see anything until the eyes become adjusted to the darkness. Almost everyone experiences this when entering a darkened movie theater. In darkness, vision gradually becomes more sensitive to light. Maximum dark adaptation can take up to 30 minutes. Exposure to aircraft anti-collision lights does not impair night vision adaptation because the intermittent flashes have a very short duration (less than 1 second). However, if dark-adapted eyes are exposed to a bright light source (searchlights, landing lights, flares, etc.) for a period of 1 second or more, night vision is temporarily impaired. MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy of the pilot was performed by Harris County Institute of Forensic Sciences, Houston, Texas, which listed the cause of death as “blunt trauma of the head, torso and extremities.” Toxicology testing performed at the FAA Forensic Sciences Laboratory found no drugs of abuse. The student pilot departed in dark night visual meteorological conditions to complete takeoffs and landings in the airport traffic pattern. Surveillance video footage indicated that about two minutes after takeoff, while on the downwind leg of the airport traffic pattern, the airplane entered a rapid descent and collided with powerlines. There was no radar information or ADS-B flight track data associated with the airplane. Examination of the airplane revealed no mechanical malfunctions or anomalies that would have precluded normal operation. The firewall fuel strainer contained a significant amount of debris consistent with aluminum wear particles from the fuel system as well as dirt/soil present in the fuel system. About 0.6 gallons of fuel was drained from the right wing fuel tank; the left wing fuel tank was empty. There was evidence of fuel spillage at the accident site. The engine’s original oil screen had not been removed when a spin-on oil filter adapter modification was installed, and the oil screen and housing contained a significant amount of carbon deposits and oil sludge; however, there was no metallic debris or contaminants in the oil filter. The propeller blades exhibited leading edge damage, chordwise scratches, and polishing, consistent with the engine operating at the time of impact. It is likely that the debris in the fuel system and oil system were the result of inadequate maintenance and did not contribute to the accident. The pilot obtained a student pilot certificate about 14 years before the accident, at which time he reported 120 total hours of flight experience; however, no pilot logbook was available for review, and the pilot’s total experience, night experience, and recency of experience at the time of the accident could not be determined. The pilot’s headlamp was found in the cockpit area. The headlamp was found on and set to the brightest white setting. The headlamp did not have a red lens or setting for night operations. It is possible that the pilot was using the light during the flight, which could have impaired his night vision. The circumstances of the accident are consistent with the pilot’s loss of control while maneuvering in dark night visual meteorological conditions. The airplane’s rapid descent to ground contact from a relatively level attitude could be consistent with a visual illusion or spatial disorientation; however, given the lack of flight track information, the circumstances of the loss of control could not be determined. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

Hierarchical cause / factor breakdown from the FAA bulk avdata database. Each finding tagged C (Cause) or F (Factor).

• — Environmental issues-Conditions/weather/phenomena-Light condition-Dark-Contributed to outcome
• — Environmental issues-Task environment-Physical workspace-Workspace lighting-Contributed to outcome
• — Personnel issues-Task performance-Use of equip/info-Aircraft control-Pilot
• — Aircraft-Aircraft oper/perf/capability-Performance/control parameters-(general)-Not attained/maintained