# NTSB CEN16LA162: Cessna 150J, N51242, Bixby, OK, April 21, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: April 21, 2016, 15:15 local (20:15 UTC) - Place: Bixby, OK - Coordinates: 35.993057, -95.886665 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.9931&lon=-95.8867&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-landing roll: Ground collision](https://openairdocs.org/ntsb-events/200) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report October 6, 2016 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA - NTSB case key (mKey): 93054 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN16LA162 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/93054/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=93054 - Page: https://openairdocs.org/ntsb/CEN16LA162 ## Probable cause A total loss of engine power for reasons that could not be determined, as the fuel state of the airplane at the time of the accident could not be verified, and postaccident examination of the engine did not provide adequate information. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid level (probable cause); cases with it: [Cessna 150J, 11 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=2071820), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid management (probable cause); cases with it: [Cessna 150J, 11 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=2071820), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Maintenance: scheduled/routine maintenance](https://openairdocs.org/ntsb-findings/02062010): Personnel issues › Task performance · Maintenance personnel (probable cause); cases with it: [Cessna 150J, 1 case](https://openairdocs.org/ntsb-findings/02062010/cases.md?model=2071820), [All aircraft, 320 cases](https://openairdocs.org/ntsb-findings/02062010/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-landing roll: Ground collision](https://openairdocs.org/ntsb-events/200) (defining event); cases with it: [Cessna 150J, 2 cases](https://openairdocs.org/ntsb-events/200/sequence.md?model=2071820), [All aircraft, 618 cases](https://openairdocs.org/ntsb-events/200/sequence.md) ## Analysis The pilot was relocating the recently-purchased airplane, and stated that he departed on the 3-hour flight with full fuel tanks, which provided an endurance of about 5 hours. During the descent to the destination airport, the pilot advanced the mixture control to full rich, applied carburetor heat, and began to retard the throttle; the engine then suddenly experienced a total loss of power. The pilot restarted the engine multiple times, but the engine would not sustain power. The pilot subsequently conducted a forced landing to a road, during which the airplane struck a sign, resulting in substantial damage. A postaccident examination of the airplane revealed that the wings had been removed for transport, and an unquantified amount of fuel was drained from the fuel tanks. The gascolator contained 2 to 3 ounces of fuel. The fuel line to the carburetor was removed and no fuel residue was observed. The carburetor was disassembled and the bowl contained about one ounce of fuel. The engine was rotated by hand and displayed continuity and compression throughout. Although a compression test revealed that the Nos. 1 and 2 cylinders displayed low compression, the test was conducted on a cold engine, which was contrary to manufacturer guidance and could have provided unreliable readings. No other anomalies were observed with the engine, and a definitive reason for the loss of power could not be determined. ## Factual narrative On April 21, 2016, about 1515 central daylight time, a Cessna 150J airplane, N51242, made a forced landing to a road following a loss of engine power near Bixby, Oklahoma. The airline transport rated pilot was not injured and the airplane sustained substantial damage. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident and no flight plan was filed. The flight originated from Rolla National Airport (VIH), Rolla, Missouri about 1220 and was on final approach to Richard Lloyd Jones Jr. Airport (RVS), Tulsa, Oklahoma. According to a statement provided by the pilot, the airplane was purchased prior to departure from VIH and the fuel tanks were topped off. During the initial descent to RVS, about 2,300 ft above ground level (agl), the pilot advanced the mixture control to full rich, applied carburetor heat, and began to retard the throttle when the engine suddenly experienced a total loss of power. The pilot completed the restart procedures and the engine started again. When the pilot advanced the throttle and the engine reached 1,700 rpm, the engine lost power again. After a second restart, the engine reached 1,350 rpm and lost power a final time. The pilot declared an emergency and descended toward a road. Prior to touch down, a car pulled out onto the road so the pilot climbed to avoid the car, then quickly descended to avoid power lines. The airplane's left wing impacted a road sign; the airplane spun and came to rest adjacent to a parking lot. The airplane sustained substantial damage to the left wing and fuselage. The responding Federal Aviation Administration (FAA) inspector reported that the airplanes wings had been removed and an unmeasured amount of fuel was drained from the fuel tanks prior to his arrival. A postaccident engine examination was completed by an airplane mechanic with oversight from another FAA inspector. The gascolator mounted to the firewall contained 2 to 3 ounces of fluid. The fluid was blue and clear with no visible contaminants. The carburetor heat box was removed and was unobstructed. The carburetor and induction intakes were unobstructed. The fuel line to the carburetor was removed and no fuel residue was observed. The carburetor was disassembled and the bowl contained about one ounce of fuel. There was not enough fuel to allow the float to rise. A cylinder compression test was completed with the engine cold and revealed the following: No. 1 cylinder 34 pounds per square inch (PSI), No. 2 cylinder 30 PSI, No. 3 cylinder 56 PSI, No. 4 cylinder 60 PSI. The standard minimum pressure for the test was 46 PSI. No exhaust or intake valve leakage was noted. A review of the engine maintenance records revealed that an annual inspection was completed on October 1, 2015, at 4,890.67 hours of total time in service, 3,376.67 hours of tachometer time, and 1,638.77hours since major overhaul. At the time of the annual inspection the differential compression test values were noted as: No. 1 77/80, No. 2 76/80, No. 3 78/80, No. 4 77/80. The No. 3 cylinder had excessive valve leakage so the cylinder was removed, the exhaust and intake valves were replaced, and the cylinder reinstalled. The No. 3 cylinder was retested and the noted compression value was 78/80. On February 25, 2016, a pre-buy inspection was completed on behalf of the previous owner, at which time a cylinder compression check was completed. The new owner purchased the airplane with a clause the he could have his own pre-buy inspection completed within 30 days of the purchase date. That pre-buy inspection was not completed due to the accident. ## Aircraft - Registration: [N51242](https://openairdocs.org/deregistered/N51242-2018-06-26), registration cancelled 2018-06-26, S/N 15069865, built 1968 (OpenAirDocs) - Reported make and model: CESSNA 150J - Registry model: [Cessna 150J](https://openairdocs.org/model/cessna-150j) (registry code 2071820) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15069865 - Year built: 1968 - Airframe hours: 4995 - Engines: Continental Motors O-200 A 100 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Utility - Last inspection: Annual, October 1, 2015 - Departed: VIH, ROLLA/VICHY, MO - Destination: RVS, TULSA, OK - Airport: RVS, Richard Lloyd Jones Jr, runway 31, 2,641 × 50 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; injuries: none; flight instructor, airline transport, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review April 2, 2016; seat: left; restraint: 4-point; flight hours: 15,000 total, 800 in this make and model, 6,000 as pilot in command, 30 in the last 90 days, 30 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 5 knots - Visibility: 10 statute miles - Lowest ceiling: 6,000 ft broken - Temperature: 75 °F, dew point 50 °F - Altimeter: 29.95 inHg - Observed at: KRVS, 5 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20160421007099A](https://openairdocs.org/incident/20160421007099A), Apr 21, 2016: Cessna 150J, Bixby, OK, Substantial damage. During decent, engine quit after pilot pushed mixture full rich, pulled carb heat on, and started to reduce power. Pilot restarted engine twice more before it… ## Docket (13 files) The files NTSB released with the investigation on August 3, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=93054. 5.3 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442821&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Maintenance Records - Pre-Buy Inspection Invoice (item 2, .PDF, 146 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442822&FileExtension=.PDF&FileName=Maintenance%20Records%20-%20Pre-Buy%20Inspection%20Invoice-Master.PDF - Maintenance Records - Annual Inspection (item 3, .PDF, 222 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442823&FileExtension=.PDF&FileName=Maintenance%20Records%20-%20Annual%20Inspection-Master.PDF - FAA Inspector's Statement - Engine Examination (item 4, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442824&FileExtension=.PDF&FileName=FAA%20Inspector%27s%20Statement%20-%20Engine%20Examination-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 5, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442825&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Master.PDF - Other Pertinent Forms and Reports - Engine Examination Invoice (item 6, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442826&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports%20-%20Engine%20Examination%20Invoice-Master.PDF - Correspondence - Previous Owner (item 7, .PDF, 99 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442827&FileExtension=.PDF&FileName=Correspondence%20-%20Previous%20Owner-Master.PDF - Statement - Owner Email (item 8, .PDF, 40 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442828&FileExtension=.PDF&FileName=Statement%20-%20Owner%20Email-Master.PDF - Photos (item 9, .PDF, 3 photos, 254 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442829&FileExtension=.PDF&FileName=Photos-Master.PDF - Service Bulletin SB03-3 - Differential Pressure Test and Borescope Inspection Procedures for Cylinders (item 10, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40445109&FileExtension=.PDF&FileName=Service%20Bulletin%20SB03-3%20-%20Differential%20Pressure%20Test%20and%20Borescope%20Inspection%20Procedures%20for%20Cylinders-Master.PDF - POH Excerpt - Cruise Performance (item 11, .PDF, 163 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40445110&FileExtension=.PDF&FileName=POH%20Excerpt%20-%20Cruise%20Performance-Master.PDF - Correspondence - Pilot (item 12, .PDF, 215 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40445111&FileExtension=.PDF&FileName=Correspondence%20-%20Pilot-Master.PDF - Fuel Burn Calculation (item 13, .PDF, 318 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40445112&FileExtension=.PDF&FileName=Fuel%20Burn%20Calculation-Master.PDF 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. --- 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.