# NTSB ERA12LA405: Cessna 152, N67324, Miami, FL, June 16, 2012

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Limited investigation · Final report
- Date: June 16, 2012, 00:40 local (04:40 UTC)
- Place: Miami, FL
- Coordinates: 25.6525, -80.525001 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=25.6525&lon=-80.5250&mi=10
- Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping)
- Defining event: [Approach-VFR pattern final: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341)
- Highest injury: No injuries
- Injuries: 2 uninjured
- Status: Completed, report September 30, 2013
- Report: Approved by Office Director
- NTSB office: Eastern Region Aviation
- Parties: FAA/FSDO
- NTSB case key (mKey): 84030
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA12LA405
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/84030/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=84030
- Page: https://openairdocs.org/ntsb/ERA12LA405

## Probable cause

The pilots’ operation of the airplane with an insufficient supply of engine oil, resulting in engine seizure and total loss of engine power.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Engine (reciprocating): recip eng oil sys](https://openairdocs.org/ntsb-findings/01058550): Aircraft › Aircraft power plant · Not serviced/maintained (probable cause); cases with it: [Cessna 152, 1 case](https://openairdocs.org/ntsb-findings/01058550/cases.md?model=2071835), [All aircraft, 130 cases](https://openairdocs.org/ntsb-findings/01058550/cases.md)
- [Inspection: preflight inspection](https://openairdocs.org/ntsb-findings/02061510): Personnel issues › Task performance · Flight crew (probable cause); cases with it: [Cessna 152, 14 cases](https://openairdocs.org/ntsb-findings/02061510/cases.md?model=2071835), [All aircraft, 551 cases](https://openairdocs.org/ntsb-findings/02061510/cases.md)
- [Fluids: oil](https://openairdocs.org/ntsb-findings/01071020): Aircraft › Fluids/misc hardware · Fluid level (probable cause); cases with it: [Cessna 152, 3 cases](https://openairdocs.org/ntsb-findings/01071020/cases.md?model=2071835), [All aircraft, 174 cases](https://openairdocs.org/ntsb-findings/01071020/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Approach-VFR pattern final: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cessna 152, 30 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2071835), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md)
- [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 152, 35 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2071835), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md)
- [Landing-landing roll: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Cessna 152, 37 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=2071835), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md)

## Analysis

The student and flight instructor reported that, during their preflight inspection, 4.5 quarts of oil was in the engine and the fuel tanks were full. Another quart of oil was added to the engine, and the flight departed. About 1 hour 40 minutes into the flight, the engine began to run rough. The engine subsequently stopped running and attempts to restart it were unsuccessful. The flight instructor force landed the airplane in a field, and it nosed over, resulting in substantial damage to the wings. During the recovery of the wreckage, the fuel tanks were drained, and each tank contained about 1 quart of fuel. There was no oil or fuel on the ground under the wreckage. The oil dipstick showed no oil on the stick. About 1 1/3 quarts of oil were drained from the engine. According to the engine manufacturer, the minimum safe quantity of oil in the sump is 2 quarts. Examination of the wreckage revealed no evidence of an oil leak anywhere on the engine or airframe. The engine showed evidence of seizure due to a lack of lubrication. The engine oil and filter were reportedly changed during a 100-hour inspection that occurred 3 days before the accident. Although the crewmembers reported that they departed with sufficient oil and fuel, the physical evidence does not support that assertion; the lack of lubrication led to the loss of engine power.

## Factual narrative

On June 16, 2012, about 0040 eastern daylight time, a Cessna 152, N67324, was substantially damaged following a loss of engine power and collision with terrain near Miami, Florida. The flight instructor and student pilot were not injured. The airplane was registered to a private corporation and was operated by Dean International Flight School under the provisions of 14 Code of Federal Regulations (CFR) Part 91, as an instructional flight. Night, visual meteorological conditions prevailed and a visual flight rules flight plan was filed. The flight originated at Fort Myers, Florida (FMY) about 2300 on June 15, 2012 and was destined for Miami, Florida (TMB). The student and flight instructor reported the following. A pre-flight inspection was performed, the fuel tanks were “topped off,” and the engine oil level showed 4.5 quarts. An additional quart of oil was added and the flight departed FMY about 2300. The departure and en route portions of the flight were uneventful. About 0040, 7 miles northwest of TMB, the pilot observed the first indication of engine roughness. The student was at the controls at the time. Carburetor heat was applied; however, no improvement in performance was noted. Shortly thereafter, “…the engine made sputtering sounds and quit…” The flight instructor took the controls and attempted to restart the engine. The engine would not restart, and the flight instructor performed a forced landing in a nearly field. According to an airworthiness inspector with the Federal Aviation Administration (FAA), mechanics, who were employed by the operator, responded to the accident site to recover the wreckage. A NTSB Air Safety Investigator provided direction on documenting the condition of the wreckage and photographing the evidence. During the recovery, the mechanics noted that the wreckage was inverted; however, no fuel or oil spill was noted and the wing fuel tanks were not compromised. The fuel filler caps were secure. Once the aircraft was righted, the fuel was drained from the wing tanks into plastic containers and the quantity was documented. About one quart of fuel was recovered from each tank. The oil dipstick was removed and inspected. It showed no oil level registering on the stick. There was no evidence of an oil leak on the engine or its components, on the interior of the engine cowling, or on the exterior of the fuselage. On June 19, 2012, the FAA inspector visited the operator’s facilities and inspected the wreckage. No oil or oil residue was observed on the engine firewall, engine, or cowling. The engine propeller could not be turned. While in conversation with the operator’s lead mechanic (who was present in the recovery of the aircraft), the FAA inspector was informed that the oil temperature line for the engine was removed after the accident and installed on another engine to test for leaks. The mechanic stated that the oil temperature line leaked when installed on the other aircraft. The FAA inspector had not beenprovided release of the wreckage from the NTSB and was unaware, nor present when the test had been performed. She informed the lead mechanic the NTSB had not given permission to the operator to remove or test any oil lines. An examination of the disassembled engine revealed evidence of seizure. The crankshaft, aft of the number 3 crankpin journal, was twisted counterclockwise and bent. The area of the number 3 crankpin journal was discolored, consistent with elevated temperature and lack of lubrication. Ferrous particles were found in the oil sump. The number 3 connecting rod exhibited heat damage and distortion. For additional information regarding the engine examination, refer to the “Engine Examination Field Notes” located in the public docket for this investigation. According to the aircraft engine maintenance records, a 100-hour inspection was performed on June 13, 2012. The maintenance included an oil and filter change. The tachometer time at the inspection was 3,662.1 hours. The tachometer time reading when the FAA inspector examined the wreckage was 3,677.6 hours. According to the engine manufacturer, the minimum safe quantity of oil in the sump is 2 quarts. 49 CFR Part 830.10 (NTSB) addresses the preservation of aircraft wreckage. It states, “The operator of an aircraft involved in an accident or incident for which notification must be given is responsible for preserving to the extent possible any aircraft wreckage, cargo, and mail aboard the aircraft, and all records, including all recording mediums of flight, maintenance, and voice recorders, pertaining to the operation and maintenance of the aircraft and to the airmen until the Board takes custody thereof or a release is granted pursuant to § 831.12(b) of this chapter. Prior to the time the Board or its authorized representative takes custody of aircraft wreckage, mail, or cargo, such wreckage, mail, or cargo may not be disturbed or moved except to the extent necessary: (1) To remove persons injured or trapped; (2) To protect the wreckage from further damage; or (3) To protect the public from injury.”

## Aircraft

- Registration: [N67324](https://openairdocs.org/aircraft/N67324), registered now, S/N 15281755, built 1978 (OpenAirDocs)
- Reported make and model: CESSNA 152
- Registry model: [Cessna 152](https://openairdocs.org/model/cessna-152) (registry code 2071835) (OpenAirDocs)
- Registry engine: [Lycoming 0-235 series](https://openairdocs.org/engine/lycoming-0-235-series) (registry code 41505, 4 cycle) (OpenAirDocs)
- Category: Airplane
- Serial number: 15281755
- Airframe hours: 11144
- Engines: LYCOMING 0-235 SERIES 115 horsepower reciprocating
- Damage: Substantial damage
- Flight: Instructional, Part 91
- Operator: Dean International Flight School
- Registered owner: Altitude Airways Corp
- Airworthiness certificate: Standard, Utility
- Last inspection: 100 hour, June 13, 2012, 15 hours before
- Departed: FMY, Fort Myers, FL
- Destination: TMB, Miami, FL
- Flight plan: VFR
- Airport: TMB, Kendall-Tamiami Executive, runway 09L, 5,003 × 150 ft, asphalt

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Flight instructor; age 30; injuries: none; flight instructor, airline transport, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review June 14, 2012; seat: right; flight hours: 1,685 total, 950 in this make and model, 1,506 as pilot in command, 300 in the last 90 days, 96 in the last 30 days, 3 in the last 24 hours
- Student pilot; age 21; injuries: none; private; medical: class 1, without waivers/limitations; last flight review May 15, 2012; seat: left; flight hours: 203 total, 196 in this make and model, 138 as pilot in command, 158 in the last 90 days, 110 in the last 30 days

## Weather

- Conditions: Visual (VMC), Night
- Wind: 10° at 3 knots
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 75 °F, dew point 72 °F
- Altimeter: 30.01 inHg
- Observed at: TMB, 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 20120616014859A](https://openairdocs.org/incident/20120616014859A), Jun 16, 2012: Cessna 152, Tamiami, FL, Substantial damage. Approximately 4.5 nautical miles nw of tmb aircraft engine made a pop noise, vibrated and lost power. Instructor pilot made three attempts at restart,…

## Other investigations on N67324 (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 CHI94LA342](https://openairdocs.org/ntsb/CHI94LA342), Sep 21, 1994: Cessna 152 (N67324), Plainwell, MI, substantial damage. Probable cause: the pilot's failure to maintain directional control of the airplane during the landing roll. A factor in the accident was the pilot's lack of total experience.

## Docket (21 files)

The files NTSB released with the investigation on September 5, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=84030. 24.1 MB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385758&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF
- Written Statement - Talukder (item 2, .PDF, 182 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385759&FileExtension=.PDF&FileName=Written%20Statement%20-%20Talukder-Redacted.PDF
- Written Statement - Srivastava (item 3, .PDF, 306 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385760&FileExtension=.PDF&FileName=Written%20Statement%20-%20Srivastava-Redacted.PDF
- Written Statement - Suarez (item 4, .PDF, 249 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385761&FileExtension=.PDF&FileName=Written%20Statement%20-%20Suarez-Redacted.PDF
- Written Statement - Valdez (item 5, .PDF, 193 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385762&FileExtension=.PDF&FileName=Written%20Statement%20-%20Valdez-Redacted.PDF
- FAA Inspector Statement (item 6, .PDF, 300 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385763&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Redacted.PDF
- Correspondence with FAA Inspector (item 7, .PDF, 81 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385764&FileExtension=.PDF&FileName=Correspondence%20with%20FAA%20Inspector-Redacted.PDF
- Aircraft Maintenance Information Provided by FAA (item 8, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385992&FileExtension=.PDF&FileName=Aircraft%20Maintenance%20Information%20Provided%20by%20FAA-Redacted.PDF
- Engine Examination Field Notes (item 9, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400284&FileExtension=.PDF&FileName=Engine%20Examination%20Field%20Notes-Master.PDF
- Excerpts - Lycoming Operator's Manual (item 10, .PDF, 482 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400286&FileExtension=.PDF&FileName=Excerpts%20-%20Lycoming%20Operator%27s%20Manual-Master.PDF
- Photo 1: Underside of Engine Cowling (Photo Provided by Dean International Flight School) (item 11, .PDF, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385766&FileExtension=.PDF&FileName=Photo%201%3A%20Underside%20of%20Engine%20Cowling%20%20(Photo%20Provided%20by%20Dean%20International%20Flight%20School)-Master.PDF
- Photo 2: Underside of Fuselage (Photo Provided by Dean International Flight School) (item 12, .PDF, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385790&FileExtension=.PDF&FileName=Photo%202%3A%20Underside%20of%20Fuselage%20(Photo%20Provided%20by%20Dean%20International%20Flight%20School)-Master.PDF
- Photo 3: Right Wing Damage (Photo Provided by Dean International Flight School) (item 13, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385787&FileExtension=.PDF&FileName=Photo%203%3A%20Right%20Wing%20Damage%20(Photo%20Provided%20by%20Dean%20International%20Flight%20School)-Master.PDF
- Photo 4: Right Wing Damage (Photo Provided by Dean International Flight School) (item 14, .PDF, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385789&FileExtension=.PDF&FileName=Photo%204%3A%20Right%20Wing%20Damage%20(Photo%20Provided%20by%20Dean%20International%20Flight%20School)-Master.PDF
- Photo 5: Fuel Removed from Left Wing Tank (Photo Provided by Dean International Flight School) (item 15, .PDF, 3.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385791&FileExtension=.PDF&FileName=Photo%205%3A%20Fuel%20Removed%20from%20Left%20Wing%20Tank%20(Photo%20Provided%20by%20Dean%20International%20Flight%20School)-Master.PDF
- Photo 6: Fuel Removed from Right Wing Tank (Photo Provided by Dean International Flight School) (item 16, .PDF, 3.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385792&FileExtension=.PDF&FileName=Photo%206%3A%20Fuel%20Removed%20from%20Right%20Wing%20Tank%20(Photo%20Provided%20by%20Dean%20International%20Flight%20School)-Master.PDF
- Photo 7: Oil Dipstick (Photo Provided by Dean International Flight School) (item 17, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385798&FileExtension=.PDF&FileName=Photo%207%3A%20Oil%20Dipstick%20(Photo%20Provided%20by%20Dean%20International%20Flight%20School)-Master.PDF
- Photo 8: Oil Recovered from Engine (Photo Provided by FAA) (item 18, .PDF, 146 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385799&FileExtension=.PDF&FileName=Photo%208%3A%20Oil%20Recovered%20from%20Engine%20(Photo%20Provided%20by%20FAA)-Master.PDF
- Photo 9: Engine Oil Line and Fittings (Photo Provided by FAA) (item 19, .PDF, 147 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385802&FileExtension=.PDF&FileName=Photo%209%3A%20Engine%20Oil%20Line%20and%20Fittings%20%20(Photo%20Provided%20by%20FAA)-Master.PDF
- Photo 10: Engine Oil Line and Fittings (Photo Provided by FAA) (item 20, .PDF, 141 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385804&FileExtension=.PDF&FileName=Photo%2010%3A%20Engine%20Oil%20Line%20and%20Fittings%20%20(Photo%20Provided%20by%20FAA)-Master.PDF
- Photo 11: Engine Oil Line and Fittings (Photo Provided by FAA) (item 21, .PDF, 149 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40385805&FileExtension=.PDF&FileName=Photo%2011%3A%20Engine%20Oil%20Line%20and%20Fittings%20%20%20(Photo%20Provided%20by%20FAA)-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.

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