# Accident 19980728018229A: Cessna 150K, Yorba Linda, CA, July 28, 1998 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: July 28, 1998, 19:53 local time - Place: Yorba Linda, CA - Damage: Substantial damage - Phase of flight: Fcd/Prec Ldg From Cruise - Operating rules: General operating rules (Part 91) - Location: 33.8890° N, 117.7721° W: Placed by OpenAirDocs: center of Yorba Linda, CA, within about 6 miles (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=33.8890&lon=-117.7721&mi=10 - Aircraft: N6377G, a cancelled registration (https://openairdocs.org/deregistered/N6377G-2001-09-19) (OpenAirDocs) - Registry model: Cessna 150K (registry code 2071822, https://openairdocs.org/model/cessna-150k) (OpenAirDocs) - Reported make and model: CESSNA 150K - Reported engine: CONT O200A - People aboard: 2 - Fatal injuries: 0 - Pilot flight hours: 9,440 total, 7,000 in this make and model, 111 in the last 90 days - NTSB investigation: [NTSB LAX98LA247](https://openairdocs.org/ntsb/LAX98LA247) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/19980728018229A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. ON JULY 28, 1998, AT 1953 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 150K, N6377G, COLLIDED WITH GROUND OBSTRUCTIONS DURING A FORCED LANDING ON A CITY STREET IN YORBA LINDA, CALIFORNIA. THE FORCED LANDING WAS PRECIPITATED BY A LOSS OF ENGINE POWER AS THE AIRCRAFT WAS DESCENDING TOWARD THE FULLERTON, CALIFORNIA, AIRPORT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE OPERATION, WHICH WAS CONDUCTED UNDER 14 CFR PART 91 OF THE FEDERAL AVIATION REGULATIONS. THE AIRCRAFT, OWNED AND OPERATED BY THE FLIGHT INSTRUCTOR, SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL PILOT/FLIGHT INSTRUCTOR AND THE DUAL PRIMARY STUDENT WERE NOT INJURED. THE FLIGHT ORIGINATED FROM THE FULLERTON AIRPORT AT 1830 FOR A LOCAL AREA DUAL INSTRUCTIONAL FLIGHT. IN A TELEPHONE INTERVIEW CONDUCTED ON JULY 29, 1998, THE INSTRUCTOR REPORTED THAT THE FLIGHT DEPARTED THE FULLERTON AIRPORT AND PROCEEDED TO RIVERSIDE, CALIFORNIA, FOR TOUCH-AN-GO LANDING PRACTICE. HE STATED THAT THE AIRCRAFT WAS AT 1,800 FEET AGL EN ROUTE BACK TO FULLERTON WHEN CARBURETOR ICE SYMPTIONS BEGAN, WHICH INCLUDED A MINOR LOSS OF RPM ACCOMPANIED BY ENGINE ROUGHNESS. THE INSTRUCTOR LANDED THE AIRCRAFT ON A CITY STREET. DURING THE LANDING ROLLOUT, THE AIRCRAFT COLLIDED WITH A LIGHT POLE, A TRE, AND A CONCRETE BLOCK WALL. THE SAFETY BOARD EXAMINED THE ENGINE AND AIRFRAME ON AUGUST 5, 1998, AT THE FACILITIES OF AIRCRAFT RECOVERY SERVICES, COMPTON, CALIFORNIA, FOLLOWING RECOVERY OF THE AIRCRAFT. THE CARBURETOR/INDUCTION AIR BOX WAS CRUSHED, WITH THE CARBURETOR HEAT BUTTERFLY FOUND TRAPPED IN THE ON POSITION. THE BRACKET AIR FILTER WAS CLEAN AND REMAINED IN ITS BRACKET. THE CARBURETOR WAS BROKEN FROM THE CRANKCASE MOUNTING PAD. THE MIXTURE ARM WAS SEPARATED FROM ITS SHAFT, WITH AN IMPACT MARK NOTED ON THE SIDE OF THE ARM. NO FOREIGN DEPOSITS WERE FOUND IN THE BOWL. THE METAL FLOATS AND ONE-PIECE VENTURI WERE INTACT. BOTH MAGNETOS WERE TIGHT IN THEIR CLAMPS AND PRODUCED SPARKS AT THE IGNITION LEAD SPARK PLUG CAP ENDS IN FIRING ORDER WITH HAND ROTATION OF THE PROPELLER. ELECTRICAL CONTINUITY WAS ESTABLISHED FOR THE MAGNETO SWITCH, AND, BETWEEN THE SWITCH AND MAGNETOS. THE TOP AND BOTTOM SPARK PLUGS EXHIBITED MODERATE OVALING SIGNATURES, WITH GAPS ABOUT 0.017 INCHES. IN COMPARISION TO THE CHAMPION CHECK-A-PLUG CHART, THE PLUGS FROM CYLINDERS 1,3, AND 4 DISPLAYED NORMAL COMBUSTION COLORATION, HEAVY SOOT DEPOSITS WERE NOTED ON THE NO.2 CYLINDER TOP AND BOTTOM PLUGS. HAND ROTATION OF THE CRANKSHAFT YIELDED ACCESSORY GEAR TRAIN CONTINUITY. EQUAL LIFT WAS OBSERVED ON THE VALVE STEMS FOR CYLINDERS 2,3, AND 4. THE NO.1 CYLINDER EXHAUST VALVE WAS STUCK IN THE FULL OPEN POSITION. COMPRESSION WAS NOTED IN CYLINDERS 3 AND 4. VERY WEAK COMPRESSION WAS OBTAINED FOR CYLINDER 2 AND NONE FOR CYLINDER 1. VISUAL EXAMINATION THROUGH THE SPARK PLUG HOLES OF THE NO. 1 CYLINDER HEAD REVEALED THAT THE PISTON WOULD NOT MOVE. THE OIL SUMP WAS REMOVED FROM THE CASE AND DRAINED THROUGH A SCREEN MESH FILTER. THE FOLLOWING ITEMS WERE RECOVERED FROM THE SUMP: 1) BENT, DISTORTED AND MECHANICALLY DAMAGED ROD END CAP; 2) ABOUT 1/2 OF A ROD END CAP BOLT, WHICH WAS ELONGATED AND NECKED; 3) FRAGMENTS OF RING(S); 4) OIL WIPER SPRING FRAGMENTS; AND 5) RAG FRAGMENTS. THE MAGNETOS WERE REMOVED FROM THE ACCESSORY CASE. AN OIL SHOP RAG WAS VISIBLE INSIDE THE ACCESSORY CASE AT THE 2 O'CLOCK POSITION, JUST UNDER THE UPPER RIGHT QUADRANT OF THE STARTER MOTOR COVER PLATE, INTERTWINED IN THE ACCESSORY GEARS (SEE PHOTOS). THE OIL SUCTIO SCREEN WAS COLLAPSED AND HEAVILY CONTAMINATED WITH CLOTH AND LINT FRAGMENTS. THE OIL SUMP SUCTION TUBE INLET WAS FOUND COMPLETELY PLUGGED BY RAG FRAGMENTS. NO METAL PARTICLES OR SCORING WAS NOTED DURING AN INTERNAL EXAMINATION OF THE OIL PUMP ROTORS AND HOUSING; HOWEVER, RAG FRAGMENTS WERE FOUND INSIDE. THE REMAINDER OF THE ENGINE WAS COMPLETELY DISASSEMBLED FOR INTERNAL EXAMINATION. THE NO. 1 ROD WAS LIBERATED FROM THE CRANKSHAFT BUT REMAINED SECURED TO THE PISTON. THE CRANKSHAFT END WAS PEENED AND MECHANICALLY DAMAGED. THE NO.1 ROD CRANK PIN ON THE CRANKSHAFT EXHIBITED SCORING AND HEAT DISTRISS. IN COMPARISON TO NO. 1, THE NO'S 2 AND 3 CRANK PINS DISPLAYED MINOR SCORING AND HEAT EXPOSURE. THE NO. 4 CRANK PIN WAS HEAVILY SCORED AND HEAT DISTRESSEDM WITH BEARING MATERIAL EXTRUDING BETWEEN THE ROD AND THE CRANKSHAFT CHEEKS. THE CRANKCASE REAR MAIN BEARING SADDLE EXHIBITED HEAT DISTRESS. THE CYLINDER SKIRTS FOR THE NO'S 1 AND 2 CYLINDERS WERE PEENED OVER, WITH DISPLACED CASE MATERIAL FOUND JAMMING THE NO 1 CYLINDER EXHAUST LIFTER IN THE OPEN POSITION. THE MAINTENANCE RECORDS WERE REVIEWED IN DETAIL, WITH PERTINENT PAGE COPIES APPENDED TO THIS REPORT. THE CONTINENTAL O-200A ENGINE, SERIAL NUMBER 205634-70A, HAD ACCRUED A TOTAL TIME IN SERVICE OF 3,757 HOURS. THE LAST MAJOR OVERHAUL WAS ACOMPLISHED ON JULY 25, 1997, 353 HOURS PRIOR TO THE ACCIDENT. THE LAST ENTRY IN THE INGINE LOGBOOK WAS DATED JULY 16, 1998, 7 HOURS PRIOR TO THE ACCIDENT, AND LISTED THE REMOVAL AND REPLACEMENT OF THE STARTER. THERE WERE NO ENTRIES IN THE LOGBOOK BETWEEN THE MAJOR OVERHAUL AND THE STARTER REPLACEMENT DETAILING EITHER THE REMOVAL OF ACCESSORIES FROM THE ACCESSORY CASE OR ENTRY INTO THE ACCESSORY CASE. ## The NTSB's investigation of this event (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB LAX98LA247](https://openairdocs.org/ntsb/LAX98LA247), Jul 29, 1998: Cessna 150K (N6377G), Yorba Linda, CA, substantial damage. Probable cause: An oil starvation failure of the engine due to the mechanic's inadequate maintenance installation and quality control procedures, which resulted in a shop rag being inadvertently left inside the… From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.