# NTSB WPR24LA039: Cessna 150M, N6266K, Woodland, WA, November 18, 2023 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: November 18, 2023, 15:22 local (23:22 UTC) - Place: Woodland, WA · field - Coordinates: 45.903995, -122.76634 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=45.9040&lon=-122.7663&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering: Fuel exhaustion](https://openairdocs.org/ntsb-events/192) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 193408 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR24LA039 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193408/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=193408 - Page: https://openairdocs.org/ntsb/WPR24LA039 ## Probable cause The flight instructor’s inadequate preflight planning, which resulted in fuel exhaustion and a total loss of engine power. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Student/instructed pilot; cases with it: [Cessna 150M, 4 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=2071830), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid level (probable cause); cases with it: [Cessna 150M, 11 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=2071830), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Planning/preparation: fuel planning](https://openairdocs.org/ntsb-findings/02061030): Personnel issues › Task performance · Instructor/check pilot (probable cause); cases with it: [Cessna 150M, 9 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md?model=2071830), [All aircraft, 719 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Instructor/check pilot (probable cause); cases with it: [Cessna 150M, 9 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=2071830), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid management (probable cause); cases with it: [Cessna 150M, 11 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=2071830), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Action: lack of action](https://openairdocs.org/ntsb-findings/02041030): Personnel issues › Action/decision · Instructor/check pilot (probable cause); cases with it: [Cessna 150M, 5 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md?model=2071830), [All aircraft, 792 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Prior to flight: Preflight or dispatch event](https://openairdocs.org/ntsb-events/030); cases with it: [Cessna 150M, 3 cases](https://openairdocs.org/ntsb-events/030/sequence.md?model=2071830), [All aircraft, 355 cases](https://openairdocs.org/ntsb-events/030/sequence.md) - [Maneuvering: Fuel exhaustion](https://openairdocs.org/ntsb-events/192) (defining event); cases with it: [Cessna 150M, 11 cases](https://openairdocs.org/ntsb-events/192/sequence.md?model=2071830), [All aircraft, 804 cases](https://openairdocs.org/ntsb-events/192/sequence.md) - [Maneuvering: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Cessna 150M, 20 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2071830), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 150M, 39 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2071830), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The student pilot used a fuel dipstick ruler to measure the quantity of fuel in each wing tank and reported 13 and 9 gallons, respectively, during the preflight. Shortly after, the student and the flight instructor departed the local airport to practice steep turns and slow-flight maneuvers, including an introduction to power-off stalls and recovery. About an hour into the flight, during a stall maneuver recovery (with carburetor heat on), the instructor increased the throttle setting but the engine remained at idle. As the power remained unchanged, the instructor decided to execute an off-airport landing to a nearby field. Shortly after touchdown, the landing gear separated and the airplane nosed over, resulting in substantial damage to the aft fuselage. Postaccident examination of the airframe and engine did not reveal any mechanical anomalies. Flight control and valvetrain continuity were established. No fuel was recovered at the accident site. The fuel system was traced from each wing tank to the carburetor at the engine through the fuel selector, which rotated normally and was unobstructed. The fuel filter bowl remained secured to its mount and had about 2 oz of fuel consistent with 100LL avgas. Although weather conditions were conducive to serious carburetor icing at cruise power, the flight instructor reported that carburetor heat was applied during the stall maneuvers. The operator reported that the airplane was not refueled after the previous flight or before the accident flight. Based on the engine time that accrued since the last fueling, and the minimal amount of fuel found in the airplane after the accident, the student pilot’s fuel reading was likely incorrect and did not accurately account for the amount of fuel available for the flight. As a result of the accident, the operator updated their procedures requiring all flight instructors to verify and sign off on the reported fuel level after each student preflight. ## Factual narrative On November 18, 2023, about 1522 Pacific standard time, a Cessna 150M, N6266K, was substantially damaged when it was involved in an accident near Woodland, Washington. The flight instructor and student pilot sustained no injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. The flight instructor reported that about 1425 they departed from Pearson Field Airport (VUO), Vancouver, Washington, to practice steep-turns and slow flight maneuvers, including an introduction to power-off stalls and recovery. About 3,500 ft mean sea level (msl), the instructor executed an additional stall maneuver (with carburetor heat applied); as the instructor released the back pressure on the yoke and advanced the throttle setting to full to recover from the maneuver, the airplane’s power setting remained idle. The instructor subsequently increased the throttle setting incrementally after decreasing it to increase engine power. As the engine power remained unchanged, the instructor made the decision to execute an emergency landing. The instructor maneuvered the airplane to a nearby field and, shortly after touchdown, the nose landing gear separated, and the airplane nosed over. The airplane sustained substantial damage to the aft fuselage. According to the flight instructor, the student reported that he dipped the fuel tanks right before the flight and read 13 gallons in one wing and 9 gallons on the other, which translated to about ½ on each of the left and right fuel gauges. The fuel quantity was verified by dipping a dipstick straight into each tank and reading the amount off the ruler. The flight instructor added that company policy did not require instructors to dip the tanks after students do, as the students were already trained. She stated that it was the responsibility of the instructors to decide whether the fuel amount reported by their students was sufficient for the planned lesson. The instructor calculated that the student-reported fuel amount was sufficient for their planned training flight, which would have provided at least an extra hour and forty-five minutes of flight time. Postaccident examination of the airplane and engine did not reveal any preimpact mechanical anomalies. The fuel system was traced from each wing tank to the carburetor at the engine through the fuel selector, which rotated normally and was unobstructed. The fuel filter bowl remained secured to its mount and had about 2 oz of fuel consistent with 100LL avgas. The fuel lines that had not been damaged from impact or removed to transport the airplane were secure. The recovery company reported that no fuel was recovered at the accident site. Mechanical continuity was established throughout the rotating group, valvetrain, and accessory section as the crankshaft was manually rotated at the propeller by hand. Thumb compression was achieved at all four cylinders and the valves displayed normal lift when the crankshaft was rotated.Examination of the cylinders’ combustion chamber interior components using a lighted borescope revealed normal piston face and valve signatures, and no indications of catastrophic engine failure. The operator reported that the student likely angled the fuel dipstick improperly instead of straight down into the tank, which resulted in a higher reading level. The operator stated that the airplane’s hour meter indicated that it flew about 2.4 hours before the accident flight and was not refueled before the accident flight. He reported that the airplane’s hour meter indicated that airplane had flown 3.5 hours from the time the airplane was last refueled until it landed in the field; at least part of that time involved the airplane conducting maneuvers. As a result of the accident, the operator developed a new process that required every flight instructor to check and sign off on the fuel level of each tank before departure. At 1453, the weather reported at Scappoose Airport (SPB), Scappoose, Oregon, located about 9 nautical miles from the accident site, included a temperature of 11°C and a dew point of 4°C. A review of the icing probability chart contained within FAA Special Airworthiness Information Bulletin CE-09-35 revealed the atmospheric conditions at the time of the accident were "conducive to serious icing at cruise power." ## Aircraft - Registration: [N6266K](https://openairdocs.org/aircraft/N6266K), registered now, S/N 15077617, built 1975 (OpenAirDocs) - Reported make and model: CESSNA 150M - Registry model: [Cessna 150M](https://openairdocs.org/model/cessna-150m) (registry code 2071830) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15077617 - Year built: 1975 - Engines: Continental O-200-A 100 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Aero Maintenance Inc - Registered owner: Aero Maintenance Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 15, 2023, 97 hours before - Departed: VUO, Vancouver, WA - Airport: W27, Woodland State - Equipment: ADS-B ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 45; injuries: none; commercial, flight instructor; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review February 12, 2023; seat: right; restraint: 3-point; flight hours: 625 total, 320 in this make and model, 517 as pilot in command, 185 in the last 90 days, 44 in the last 30 days - Student pilot; age 15; injuries: none; student; seat: left; restraint: 3-point ## Weather - Conditions: Visual (VMC), Day - Wind: 190° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: 9,500 ft broken - Temperature: 52 °F, dew point 39 °F - Altimeter: 29.64 inHg - Observed at: KSPB, 9 nm away - METAR: KSPB 182253Z AUTO 19004KT 10SM BKN095 11/04 A2964 RMK AO2 SLP038 T01110039 ## 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 20231118018529A](https://openairdocs.org/incident/20231118018529A), Nov 18, 2023: Cessna 150M, Woodland, WA, Substantial damage. Instructor was demonstrating stalls to student. After stall, engine did not power up when the throttle was advanced. On approach engine briefly powered up and… ## Docket (6 files) The files NTSB released with the investigation on July 31, 2025, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=193408. 13.6 MB in all. - Pilot aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 6.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16424117&FileExtension=pdf&FileName=6120%20039_Redacted-Rel.pdf - Operator aircraft accident report, NTSB form 6120.1 (item 2, PDF, 11 pages, 5.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18984145&FileExtension=pdf&FileName=Operator%206120%20039_Redacted-Rel.pdf - Accident photos (item 3, PDF, 4 pages, 851 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18984187&FileExtension=pdf&FileName=Accident%20Photo%20039-Rel.pdf - Airframe and engine examination summary (item 4, PDF, 8 pages, 553 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18983857&FileExtension=pdf&FileName=Airframe%20and%20Engine%20Exam%20WPR24LA039-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 5, PDF, 1 page, 65 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18983887&FileExtension=pdf&FileName=N6266K%20-%20Release%20documents%20-%20updated_Redacted-Rel.pdf - Evidence control form (item 6, PDF, 2 pages, 154 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18984908&FileExtension=pdf&FileName=N6266K%20Evidence%20Control%20Form_Redacted-Rel.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.