FTW01TA084

While performing fire spotting duties, the pilot reported to the operator that he had "been flying for three hours [and that he] was headed to get some fuel." The operator instructed the pilot to complete another circuit before departing for fuel. Five minutes later, the pilot called the operator "to remind him that [he] had been flying for over three hours, and that [he] was headed to get some [fuel]." The operator acknowledged and told the pilot to report when he was "back in the air." Subsequently, the pilot set his global positioning system (GPS) to his refueling location and figured that it would take him approximately twenty-five minutes to get there. While in cruise flight, approximately eight minutes before reaching his destination, the pilot noticed a decrease in rpm and engine roughness. Shortly after, the airplane experienced a total loss of engine power. The pilot executed a forced landing to a field surrounded by trees that he had previously flown over. Upon touch down, he applied the brakes, but the airplane would not stop due to the wet field. During the landing roll, he made a turn to avoid a ditch which was at the end of the field, and the airplane hit small trees and an object on the ground, nosed over and came to rest inverted. The pilot stated the accident could have been prevented with the "use [of] better judgment" and by "exercising pilot in command responsibility regarding fuel consumption, wind direction, time and other condition."

On March 23, 2001, at 1450 central standard time, a Cessna 152 airplane, N5308M, was substantially damaged during a forced landing following a loss of engine power near Antlers, Oklahoma. The airplane was registered to and operated by BOH Air Corp., of Tulsa, Oklahoma, under contract for the Oklahoma Forestry Service. The commercial pilot, who was the sole occupant, was not injured. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 public use flight. The fire spotting flight originated from Richard Lloyd Jones Jr. Airport, Tulsa, Oklahoma, at 1130.

Prior to the flight, the operator informed the pilot that the airplane was "full" and that the right fuel tank was full even if the gauge showed only "half full." While performing fire spotting duties, the pilot reported to the operator that he had "been flying for three hours [and that he] was headed to get some fuel." The operator instructed the pilot to complete another circuit before departing to Stan Stamper Municipal Airport, Hugo, Oklahoma for fuel. Five minutes later, the pilot called the operator "to remind him that [he] had been flying for over three hours, and that [he] was headed to get some [fuel]." The operator acknowledged and told the pilot to report when he will be "back in the air." Subsequently, the pilot set his global positioning system (GPS) to the Stan Stamper Municipal Airport and figured out that it would take him approximately twenty-five minutes to get there. While in cruise flight, approximately eight minutes before reaching his destination, the pilot noticed a decrease in rpm and engine roughness. Shortly after, the airplane experienced a total loss of engine power. The pilot executed a forced landing to a field surrounded by trees that he had previously flown over. Upon touch down, he applied the brakes, but the airplane would not stop due to the wet field. During the landing roll, he made a turn to avoid a ditch which was at the end of the field, and the airplane hit small trees and an object on the ground, nosed over and came to rest inverted.

Examination of the aircraft by the FAA inspector, who responded to the accident site, revealed that the nose landing gear was partially separated, the vertical stabilizer buckled, and both wings were structurally damaged. In addition, the inspector found no evidence of fuel at the accident site.

On the "Recommendation (How Could This Accident Have Been Prevented)" section of the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2), the pilot stated the accident could have been prevented with the "use [of] better judgment" and by "exercising pilot in command responsibility regarding fuel consumption, wind direction, time and other condition."