# NTSB SEA02FA027: Cessna 150G, N2669J, Ilwaco, WA, January 13, 2002 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: January 13, 2002, 11:58 local (19:58 UTC) - Place: Ilwaco, WA - Coordinates: 46.302501, -124.009162 - Nearby events: https://openairdocs.org/map.md?lat=46.3025&lon=-124.0092&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report June 3, 2002 - Report: Approved by Office Director - Parties: Continental Motors, Federal Aviation Administration, Cessna Aircraft Company - NTSB case key (mKey): 54026 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA02FA027 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54026/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54026 - Page: https://openairdocs.org/ntsb/SEA02FA027 ## Probable cause A loss of engine power for an undetermined reason, and the pilot's failure to maintain airspeed during a low altitude turn. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(partial) - nonmechanical, climb - reason for occurrence undetermined (cause) - weather condition - carburetor icing conditions - Loss of control - in flight, takeoff - initial climb - airspeed - not maintained, pilot in command (cause) - In flight collision with terrain/water, descent - uncontrolled ## Analysis Witnesses reported that after landing, the pilot back-taxied to the approach end of the runway and initiated a takeoff to the west. Shortly after takeoff, witnesses reported hearing what they described as a rough running engine. During this event, witnesses reported observing the airplane in a left turn. After entering the turn to the left, the airplane's bank angle increased sharply and the airplane nosed over just before impacting terrain. The weather observation for the area at the approximate time of the accident indicated that the temperature was 7 degrees Celsius and the dew point was 4 degrees Celsius. According to the FAA Carburetor Icing Probability Chart, these combinations of temperature and dew point present a hazard of serious icing at cruise and glide power settings. Post accident examination of the aircraft revealed no evidence of a pre-impact mechanical failure or malfunction. ## Factual narrative HISTORY OF FLIGHT On January 13, 2002, at 1158 Pacific standard time, a Cessna 150G, N2669J, was destroyed by impact forces and fire after colliding with terrain near the Port of Ilwaco Airport, Ilwaco, Washington. The student pilot, the sole occupant, was fatally injured. The airplane was owned by Twiss Air Services, Warrenton, Oregon, and was being operated as a visual flight rules (VFR) instructional flight under the provisions of Title 14, CFR Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the flight. The flight originated from Astoria, Oregon. The exact time of departure is unknown, however, the operator estimated that the departure time was between 1000 and 1030 local. The operator also indicated that the airplane departed Astoria with approximately 18 gallons of fuel. Several witnesses to the accident reported seeing the airplane land on runway 28. After landing, the pilot back-taxied to the approach end of runway 28 and initiated a westbound departure. Witnesses reported hearing what they described as a rough running engine during the airplane's initial climb. One witness reported hearing the engine "… partially quit then restart, partially quit a second time and restart again, then it quit and did not restart." A second witness reported hearing, "The engine coughed once, sputtered, coughed again and died." Witnesses reported seeing the airplane bank sharply to the left after the power disruption. A witness located approximately 700 feet north of the airport stated that the pilot initiated a turn to the left after the engine stopped running. The witness stated that after initiating the turn, the airplane banked sharply to the left and nosed over just before impacting terrain. The airplane impacted terrain in a nose-low attitude approximately 580 feet west of the departure end of runway 28. The accident occurred during the hours of daylight at 46 degrees, 18.9 minutes north latitude, 124 degrees, 0.56 minutes west longitude. Personnel from Pacific County Fire District One extinguished the postcrash fire. According to the operator, the student pilot was instructed to practice solo maneuvers and touch-and-go landings at Astoria Regional Airport, Warrenton, Oregon. The Port of Ilwaco Airport is located approximately 11 miles northwest of the Astoria airport. PERSONNEL INFORMATION Medical records obtained from the Federal Aviation Administration, indicated that the pilot held a third-class medical/student pilot certificate dated June 28, 2001. The medical certificate carried limitations requiring the pilot to wear corrective lenses for vision correction. On the medical certificate application, the pilot indicated that he had accumulated 25 hours total time, 17 of which were accumulated during the six months preceding the certificate date. AIRCRAFT INFORMATION The airplane, a 1967 Cessna 150G, was powered by a naturally aspirated Continental O-200 series engine rated at 100 horsepower. Maintenance records indicated that the airplane's last inspection, an annual inspection, was accomplished on December 1, 2001. At the time of the inspection, the airframe had accrued 6,128 hours total time. The records also indicate that the engine was overhauled on December 12, 2001. METEOROLOGICAL INFORMATION The 1155 Aviation Routine Weather Observation (METAR) at Astoria, approximately 11 miles south of the accident location, reported a visibility of 10 statute miles; broken clouds at 5,000 feet above ground level (AGL); temperature 7 degrees Celsius; dew point 4 degrees Celsius; altimeter setting 30.38 inches. According to the FAA Carburetor Icing Probability Chart (attached), this combination of temperature and dew point present a hazard of serious icing at cruise and glide power settings. WRECKAGE AND IMPACT INFORMATION Personnel from the National Transportation Safety Board and the Federal Aviation Administration accessed the wreckage on the evening of January 13. The wreckage was located in an open field west of the airport. The terrain was flat, soft, and muddy. The airplane impacted terrain in a nose-low attitude. The remains of the fuselage were found oriented on a magnetic heading of approximately 290 degrees. All aircraft components were located in the immediate vicinity of the main wreckage and burn area. Rearward crushing, fragmentation and thermal damage was noted to the forward section of the airframe to include the engine, engine mount assembly, firewall, and aft engine accessories. Fire and impact forces destroyed the cockpit controls, instrument panel, and cabin area. The propeller assembly was found as a unit attached to the crankshaft flange. Rearward crushing was noted to the lower portion of the spinner. Propeller blade A was bent aft, at mid-span, approximately 20 degrees. Chord wise and diagonal scratches were noted to both sides of the propeller. Continuous aft bending, chord wise and diagonal scratches were observed to propeller blade B. Both wings remained partially attached to the fuselage. Extensive thermal damage was noted to the wing center section and the inboard sections of both wings. Leading edge rearward crushing and upward bending was noted to the outboard section of the left wing. The left wing flap, aileron, and lift strut were found attached to their respective attach points, and control continuity was established from the aileron to the remains of the cockpit. The wing flap was found in the down position. It was noted that the wing flap moved freely from the retracted position to the down position. The right wing exhibited leading edge rearward crushing from mid-span to the distal end of the wing. The flap was in the retracted position and the lift strut, flap and aileron were attached to their normal position. Control continuity was established from the right aileron to the remains of the cockpit. The main fuel tank sustained impact and thermal damage. An undetermined amount of amber colored fuel was noted in both main fuel tanks. The tail cone, just forward of the empennage, was twisted to the left and bent downward. The partially attached empennage was bent forward and downward. All empennage control surfaces remained attached in their normal position. Control system continuity was established from the empennage control surfaces to the cockpit. MEDICAL AND PATHOLOGICAL INFORMATION The Pacific County Coroner's Office, South Bend, Washington, conducted the postmortem examination of the pilot. According to the autopsy report, the pilot's cause of death was attributed to traumatic chest injuries. The FAA Civil Aeromedical Institute (CAMI), Oklahoma City, Oklahoma, conducted toxicology testing on the pilot. According to the postmortem report, results were negative for carbon monoxide, cyanide, and ethanol, legal and illegal drugs. See attached report for specific test results. ADDITIONAL INFORMATION On January 14, 2002, the aircraft's engine and accessories were transported to a hangar facility in Warrenton, Oregon, for further examination by personnel from Cessna Aircraft Company, Teledyne Continental Motors, and the NTSB. Extensive thermal and impact damage was noted to the engine. Crushing deformation was noted to the frontal area and bottom area of the engine. Impact and thermal damage was noted to the accessory region of the engine. Both crankcase halves, pistons, cylinders and overhead components were intact and showed no evidence of a pre-impact failure. The crankshaft rotated freely and air compression was noted in cylinders 1,3 and 4. Piston, valve train and accessory gear continuity was established by rotating the crankshaft by hand. The oil sump was crushed. Crushing type deformity was noted to the exhaust and intake tubing. Both magnetos and their respective ignition harnesses sustained extensive thermal and imp ## Aircraft - Registration: [N2669J](https://openairdocs.org/deregistered/N2669J-2002-07-26), registration cancelled 2002-07-26, S/N 15065669, built 1966 (OpenAirDocs) - Reported make and model: Cessna 150G - Registry model: [Cessna 150G](https://openairdocs.org/model/cessna-150g) (registry code 2071816) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 150-65669 - Airframe hours: 6128 - Engines: Continental O-200-A 100 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Instructional, Part 91 - Registered owner: Twiss Air Service - Airworthiness certificate: Standard, Normal - Last inspection: Annual, December 1, 2001, 28 hours before - Departed: 7W1, Ilwaco, WA - Airport: 7W1, Port of Ilwaco Airport, runway 28, 2,070 × 50 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Student pilot; age 61; injuries: fatal; student; medical: class 3, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 25 total, 25 in this make and model ## Weather - Conditions: Visual (VMC), Day - Visibility: 10 statute miles - Lowest ceiling: 5,000 ft broken - Temperature: 45 °F, dew point 39 °F - Altimeter: 30.37 inHg - Observed at: AST, 11 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 20020113002159A](https://openairdocs.org/incident/20020113002159A), Jan 13, 2002: Cessna 150G, Ilwaco, WA, No damage, 1 fatal. (-23) Student pilot attempting touch and go from astoria Oregon airport attempted touch and go at Ilwaco airport, a very small narrow airport. Witnesses saw… ## Docket (15 files) The files NTSB released with the investigation on May 9, 2002, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54026. 7.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 267 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40379915&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Witness Statements (item 2, .PDF, 108 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40379916&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Map of the Accident Area (item 3, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40155611&FileExtension=.PDF&FileName=Map%20of%20the%20Accident%20Area-Master.PDF - Report from Pacific County Sheriff's Department (item 4, .PDF, 4.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40379917&FileExtension=.PDF&FileName=Report%20from%20Pacific%20County%20Sheriff%27s%20Department-Redacted.PDF - Reports from Teledyne Continental Motors (item 5, .PDF, 918 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40155614&FileExtension=.PDF&FileName=Reports%20from%20Teledyne%20Continental%20Motors-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 6, .PDF, 55 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40379918&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 7, .PDF, 28 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40379919&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Report (item 8, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40379923&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.PDF - Carburetor Icing Probability Chart (item 9, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40155618&FileExtension=.PDF&FileName=Carburetor%20Icing%20Probability%20Chart-Master.PDF - Photo 1: View of main aircraft wreckage from the right wing side (item 10, .PDF, 249 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40155620&FileExtension=.PDF&FileName=Photo%201%3A%20View%20of%20main%20aircraft%20wreckage%20from%20the%20right%20wing%20side-Master.PDF - Photo 2: View of main aircraft wreckage from left wing side (item 11, .PDF, 204 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40155621&FileExtension=.PDF&FileName=Photo%202%3A%20View%20of%20main%20aircraft%20wreckage%20from%20left%20wing%20side-Master.PDF - Photo 3: Remains of cockpit and instrument panel (item 12, .PDF, 265 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40155622&FileExtension=.PDF&FileName=Photo%203%3A%20Remains%20of%20cockpit%20and%20instrument%20panel-Master.PDF - Photo 4: Aircraft fuselage and cockpit wreckage (item 13, .PDF, 261 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40155623&FileExtension=.PDF&FileName=Photo%204%3A%20Aircraft%20fuselage%20and%20cockpit%20wreckage-Master.PDF - Photo 5: Frontal view of aircraft wreckage (item 14, .PDF, 243 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40155624&FileExtension=.PDF&FileName=Photo%205%3A%20Frontal%20view%20of%20aircraft%20wreckage-Master.PDF - Photo 6: View of air box, carburetor and intake housing assembly (item 15, .PDF, 260 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40155625&FileExtension=.PDF&FileName=Photo%206%3A%20View%20of%20air%20box,%20carburetor%20and%20intake%20housing%20assembly-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.