# NTSB MIA03LA044: Cessna 150K, N6098G, Jessup, GA, January 3, 2003 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: January 3, 2003, 09:12 local (14:12 UTC) - Place: Jessup, GA - Coordinates: 31.431667, -81.819999 - Nearby events: https://openairdocs.org/map.md?lat=31.4317&lon=-81.8200&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report April 28, 2004 - Report: Approved by Office Director - Parties: FAA Flight Standards District Office - NTSB case key (mKey): 56373 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA03LA044 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/56373/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=56373 - Page: https://openairdocs.org/ntsb/MIA03LA044 ## Probable cause The loss of engine power for undetermined reasons. A contributing factor was unsuitable terrain. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(partial) - nonmechanical, cruise - normal - reason for occurrence undetermined (cause) - Forced landing, descent - emergency - In flight collision with object, emergency descent/landing - object - tree(s) - unsuitable terrain or takeoff/landing/taxi area - encountered, pilot in command (cause) - In flight collision with terrain/water, emergency landing - terrain condition - soft - landing gear,nose gear - overload - Nose over, landing - flare/touchdown ## Analysis The pilot stated that the flight departed with full fuel tanks (26 gallons total) and approximately 40 minutes into the flight while flying at 2,400 feet mean sea level, the engine rpm decreased suddenly from 2,400 to 1,500. The engine continued to operate at 1,500 rpm and was running smoothly. Carburetor heat was applied and the throttle and mixture controls were manipulated with no response; the engine rpm remained at 1,500. He communicated with Macon Automated Flight Service Station and advised of the loss of engine power and of an impending off field landing. He maneuvered the airplane for a landing on a service road among a large area of small pines trees, and during flare to land, the left wing tip contacted a 3-inch diameter tree trunk which was not visible during the approach. The airplane cart wheeled to the left, and the nose landing gear separated after contacting soft ground. The airplane then nosed over and the pilot exited the airplane from the left door which had popped open. He later stated that he did not see any fuel leakage after exiting the airplane. He estimated the airplane remained inverted for approximately 24 hours. According to the Macon, Georgia, Automated Flight Service Station quality assurance manager, the pilot activated his VFR flight plan while airborne between 0830 and 0832, and contacted the facility again while airborne at 0910. At the second contact he advised of having a fuel problem and was losing altitude. The pilot contacted the facility again using a cellular phone at 0942 hours. NTSB review of the tape of the in-flight contact with Macon AFSS revealed the pilot did in fact advise he was having a fuel problem and was losing altitude. The FAA did not examine the airplane at the scene. According to the FAA inspector who examined the airplane following recovery, both fuel tank caps were loose when installed, and the fuel vent diaphragm of the right wing fuel cap was observed to be torn. Aft streaking of fuel from both fuel caps was noted; the fuel cap seals were poor. There was only residual fuel noted in both fuel tanks, the amount was not quantified. The gascolator bowl was found to only have 1/4 inch of fuel, while the carburetor bowl was empty. A differential compression test was performed before an attempted engine run; cylinders 1, 3, and 4, were recorded to be 76 or better when tested against 80 psi. The No. 2 cylinder differential compression check was 12 psi. The engine run was performed on airframe with the accident propeller installed; the impact damaged propeller was straightened for the attempted engine run. The engine was started and operated to approximately 2,000 rpm; no discrepancies were noted during the engine run. Magneto checks performed at idle indicate each dropped 75 rpm, and the oil pressure was 45 psi during the run. Safety concerns prevented operation at a higher rpm. Examination of photographs taken of the airplane at the scene revealed the leading edges of both wings was at a lower elevation than the trailing edges. ## Factual narrative On January 3, 2003, about 0912 eastern standard time, a Cessna 150K, N6098G, registered to a private individual, experienced a partial loss of engine power and was substantially damaged during a forced landing in a field near Jessup, Georgia. Visual meteorological conditions prevailed at the time and a visual flight rules (VFR) flight plan was filed and activated for the 14 CFR Part 91 personal flight from Brunswick to Macon, Georgia. The private-rated pilot, the sole occupant, was not injured. The flight originated about 0830, from the Malcolm McKinnon Airport, Brunswick, Georgia. The pilot stated that the flight departed with full fuel tanks (26 gallons total) and approximately 40 minutes into the flight while flying at 2,400 feet mean sea level, the engine rpm decreased suddenly from 2,400 to 1,500. The engine continued to operate at 1,500 rpm and was running smoothly. Carburetor heat was applied and the throttle and mixture controls were manipulated with no response; the engine rpm remained at 1,500. He communicated with Macon Automated Flight Service Station and advised of the loss of engine power and of an impending off field landing. He maneuvered the airplane for a landing on a service road among a large area of small pines trees, and during flare to land, the left wing tip contacted a 3-inch diameter tree trunk which was not visible during the approach. The airplane cart wheeled to the left, and the nose landing gear separated after contacting soft ground. The airplane then nosed over and the pilot exited the airplane from the left door which had popped open. He later stated that he did not see any fuel leakage after exiting the airplane. He estimated the airplane remained inverted for approximately 24 hours. According to the Macon, Georgia, Automated Flight Service Station quality assurance manager, the pilot activated his VFR flight plan while airborne between 0830 and 0832, and contacted the facility again while airborne at 0910. At the second contact he advised of having a fuel problem and was losing altitude. The pilot contacted the facility again using a cellular phone at 0942 hours. NTSB review of the tape of the in-flight contact with Macon AFSS revealed the pilot did in fact advise he was having a fuel problem and was losing altitude. The FAA did not examine the airplane at the scene. According to the FAA inspector who examined the airplane following recovery, both fuel tank caps were loose when installed, and the fuel vent diaphragm of the right wing fuel cap was observed to be torn. Aft streaking of fuel from both fuel caps was noted; the fuel cap seals were poor. There was only residual fuel noted in both fuel tanks, the amount was not quantified. The gascolator bowl was found to only have 1/4 inch of fuel, while the carburetor bowl was empty. A differential compression test was performed before an attempted engine run; cylinders 1, 3, and 4, were recorded to be 76 or better when tested against 80 psi. The No. 2 cylinder differential compression check was 12 psi. The engine run was performed on airframe with the accident propeller installed; the impact damaged propeller was straightened for the attempted engine run. The engine was started and operated to approximately 2,000 rpm; no discrepancies were noted during the engine run. Magneto checks performed at idle indicate each dropped 75 rpm, and the oil pressure was 45 psi during the run. Safety concerns prevented operation at a higher rpm. Examination of photographs taken of the airplane at the scene revealed the leading edges of both wings was at a lower elevation than the trailing edges. ## Aircraft - Registration: [N6098G](https://openairdocs.org/deregistered/N6098G-2013-02-11), registration cancelled 2013-02-11, S/N 15071598, built 1969 (OpenAirDocs) - Reported make and model: Cessna 150K - Registry model: [Cessna 150K](https://openairdocs.org/model/cessna-150k) (registry code 2071822) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15071598 - Airframe hours: 3569 - Engines: Continental O-200A 100 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Lawrence T. Williams, Jr. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 4, 2002, 6 hours before - Departed: KSSI, Brunswick, GA - Destination: KMCN, Macon, GA - Flight plan: VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 76; injuries: none; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; last flight review September 26, 2001; seat: left; flight hours: 1,028 total, 959 as pilot in command, 7 in the last 90 days, 2 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 270° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: 2,900 ft overcast - Temperature: 48 °F, dew point 39 °F - Altimeter: 29.96 inHg - Observed at: KSSI ## 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 20030103001319A](https://openairdocs.org/incident/20030103001319A), Jan 3, 2003: Cessna 150K, Wayne County, GA, Substantial damage. (-23) On January 3, 2003, Mr. Lawrence thomas williams (FAA cert# 413343941) was the pilot in command (PIC) of a Cessna 150 airplane (N6098G) on a VFR flight… ## Docket (9 files) The files NTSB released with the investigation on March 15, 2004, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=56373. 820 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 319 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438214&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - FAA Inspector Statement (item 2, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438215&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Redacted.PDF - Inspector Statement from Glenn G. White and Thomas R. Curran (item 3, .PDF, 83 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390964&FileExtension=.PDF&FileName=Inspector%20Statement%20from%20Glenn%20G.%20White%20and%20Thomas%20R.%20Curran-Redacted.PDF - Record of Conversation with Thomas Curran (item 4, .PDF, 48 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40207590&FileExtension=.PDF&FileName=Record%20of%20Conversation%20with%20Thomas%20Curran-Master.PDF - Record of Conversation with Lawrence T. Williams (item 5, .PDF, 115 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390965&FileExtension=.PDF&FileName=Record%20of%20Conversation%20with%20Lawrence%20T.%20Williams-Redacted.PDF - Record of Conversation with Dennie Taylor (item 6, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390967&FileExtension=.PDF&FileName=Record%20of%20Conversation%20with%20Dennie%20Taylor-Redacted.PDF - Macon AFSS Memorandum (item 7, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438216&FileExtension=.PDF&FileName=Macon%20AFSS%20Memorandum-Redacted.PDF - Photo 1: Photograph provided by Atlanta Air Salvage. View of the airplane at the accident site. No negative (item 8, .PDF, 59 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40207593&FileExtension=.PDF&FileName=Photo%201%3A%20Photograph%20provided%20by%20Atlanta%20Air%20Salvage.%20View%20of%20the%20airplane%20at%20the%20accident%20site.%20No%20negative-Master.PDF - Photo 2: Photograph provided by Atlanta Air Salvage. View of the airplane at the accident site showing the elevation of the trailing edges of the wings. No negative (item 9, .PDF, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40207594&FileExtension=.PDF&FileName=Photo%202%3A%20Photograph%20provided%20by%20Atlanta%20Air%20Salvage.%20View%20of%20the%20airplane%20at%20the%20accident%20site%20showing%20the%20elevation%20of%20the%20trailing%20edges%20of%20the%20wings.%20No%20negative-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.