HISTORY OF FLIGHT On July 26, 2007, about 1110 central daylight time, a Cessna 150B, N1299Y, was substantially damaged when it impacted the ground during takeoff from a private airport in Campbellton, Florida. The certificated private pilot and a passenger were killed. Visual meteorological conditions prevailed and no flight plan had been filed for the local flight. The personal flight was conducted under 14 Code of Federal Regulations (CFR) Part 91. The airplane was owned by the pilot, and based at the Donalsonville Municipal Airport (17J), Donalsonville, Georgia. According to witnesses, the airplane landed at the private airport at 0830. The private airport consisted of a 2,800-foot-long, 100-foot-wide, turf runway, that was oriented in an east/west direction. The pilot and the owner of the airport took off to the west, and flew to the DeFuniak Springs Airport (54J), DeFuniak Springs, Florida. They then later returned to Campbellton and landed to the east, without incident. With the engine continuing to run, the airport owner exited the airplane, and his 7-year old grandson entered the airplane and was seated in the passenger seat. The pilot conducted an engine run-up, with a corresponding magneto check, and then departed to the west. The airplane lifted off about two-thirds down the runway, and cleared the power lines and treetops at the end of the runway. The airplane then made a right turn to the northwest. A witness near the accident site stated he saw the airplane land and then depart about 15 minutes later. He stated the airplane's engine was sputtering during the landing and subsequent takeoff. He further stated that the airplane was climbing after takeoff, when it made a sharp right turn, and descended to the ground. The airport owner stated that the airplane did not experience any engine problems during the round trip flight to DeFuniak Springs. He also stated that the engine was operating normally as he watched the takeoff roll and initial climb. He lost sight of the airplane as it turned to the northwest, and he was not immediately aware of the accident. The airport owner added that the pilot did not use any flaps during the accident takeoff, but did during the earlier takeoff. The airplane crashed in a dry pond, about one-tenth of a mile from the departure end of the runway. PERSONNEL INFORMATION The pilot, age 47, held a private pilot certificate, which was issued in September 2006. The pilot's logbook was not recovered. He reported 225 hours of total flight experience on his most recent application for a Federal Aviation Administration (FAA) third class medical certificate, which was issued on May 18, 2007. AIRCRAFT INFORMATION According to FAA records, the airplane was manufactured in 1962, and purchased by the pilot in February 2006. Review of maintenance records revealed that the airplane had been operated for about 150 hours since its most recent annual inspection, which was performed on July 7, 2006. At the time of the accident, the airplane had accumulated approximately 4,230 total hours of operation, and the engine had accumulated about 300 hours since it was overhauled in October 2004. METEOROLOGICAL INFORMATION The weather reported at an airport that was located about 17 miles southeast of the accident site, at 1053, was: wind calm, visibility 10 statue miles, clear skies, temperature 31 degrees Celsius, dew point 20 degrees C, altimeter 30.12 inches of mercury. WRECKAGE AND IMPACT INFORMATION The airplane came to rest on its nose, on about an 80-degree incline. The forward portion of the airplane was crushed back into the cabin, and the empennage was canted about 45 degrees to the left. Both wings remained attached to the airplane and exhibited aft compression damage to their respective leading edges. The left wing exhibited more severe aft crushing damage than the right wing. All major portions of the airplane were accounted for at the accident site. Flight control continuity was confirmed from the ailerons and elevator to the control yoke, and from the rudder to the forward cockpit area. The flaps were mechanically actuated and found in the retracted position. Both fuel tanks were compromised; however, a noticeable odor of fuel was present at the accident site and first responders reported observing fuel leaking from the airplane. The engine was pushed aft into to cabin. It was found intact, except for the generator, which was separated. The two bladed fixed propeller assembly sustained impact damage. One blade contained aft-bending approximately 8-inches from the hub, with scuffing throughout the chambered face. The second blade contained aft-bending and decreased pitch twist from the mid-section to the tip. The blade also contained scuffing on the chambered face. The engine was rotated via the propeller flange. Valve train continuity was confirmed and thumb compression was attained on all cylinders. In addition, spark was produced at all towers on both magnetos. The spark plugs were removed. Their electrodes were intact and contained black deposits. Internal examination of the cylinders with a borescope did not reveal any evidence of mechanical malfunctions. The carburetor was removed and disassembled. The floats were not damaged and a small amount of fuel was observed in the carburetor bowl. The fuel inlet screen was removed, and absent of contamination. MEDICAL AND PATHOLOGICAL INFORMATION Autopsies were performed on the pilot and passenger on July 27, 2007, by the Office of the Medical Examiner, District Fourteen, Panama City, Florida. The autopsy reports indicated that the cause of death for both occupants was "multiple blunt trauma." Toxicological testing was conducted on the pilot at the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma, with no anomalies noted