Falmouth, KY, USA
N4477U
CESSNA 150
The pilot stated that, on the day before the accident, the airplane had about one-quarter to one-half tank of fuel, and the pilot fueled the airplane with 8 gallons of fuel. He then flew the airplane about 45 minutes, leaving a net increase of 3 gallons of fuel. On the day of the accident, the pilot visually checked the fuel tanks and the fuel gauges which indicated that each tank was about one-half full. Shortly after takeoff, the engine lost power and the pilot made a forced landing into a stand of trees. Examination of the airframe and engine did not reveal any evidence of any preexisting mechanical malfunction or failure that would have precluded normal operation. Examination of the accident site found no evidence of fuel odor. However, two witnesses stated that when the airplane was removed from the accident site, a substantial amount of fuel drained out of one of the fuel tanks. Based on the design of the fuel system, the wings likely contained nearly equal amounts of fuel at the time of the accident. Furthermore, based on the fuel consumption chart in the pilot operating handbook, the airplane had sufficient fuel to make this flight.
On September 28, 2008, about 1310 eastern daylight time, a Cessna 150D, N4477U, registered to a private individual, collided with trees while attempting a forced landing following a loss of engine power, in Falmouth, Kentucky. The airline transport pilot and passenger reported minor injuries and the airplane sustained substantial damage. The flight was operated as a personal flight under the provisions of 14 Code of Federal Regulations (CFR) Part 91, and no flight plan was filed. Visual meteorological conditions (VMC) prevailed at the time of the accident. The flight originated from the Gene Snyder Airport (K62), Falmouth, Kentucky, a few minutes before the accident. According to the pilot, shortly after takeoff the airplane’s engine suddenly ran rough for a couple of seconds and then stopped. The pilot "verified mixture-rich, fuel selector-on and manipulated the throttle." Almost immediately thereafter, the stall warning horn sounded. He began a slow left descent, in the direction of a field. He maneuvered the airplane towards the tops of some nearby trees. The airplane came to rest on the ground near the trees, about one mile from K62. An initial examination of the wreckage revealed that the airplane came to rest in a nose down attitude in a stand of trees, damaging the wings, cockpit, engine and empennage. On-scene examination found no evidence of fuel odor or fuel spillage. About 4 ounces of fuel was removed from the fuel gascolator and sump drain. About one ounce of a liquid, not blue in color, was removed from a fuel line while the airplane was at the accident site. Two witnesses reported that a substantial amount of fuel ran out of the left wing when it was inverted during recovery. Examination of the propeller found one blade bent aft and the other blade straight, and no rotational scoring signatures on the blade surfaces. Examination of the airplane’s fuel records and the pilot’s interview found that, on the day before the accident, the airplane had between one-quarter and one-half tank of fuel and that eight gallons of fuel (four gallons in each wing tank) were added just before a 45-minute flight by the accident pilot on September 27, 2008. On the day of the accident, the pilot stated that he visually checked the fuel tanks and the fuel gauges, which he stated showed about one-half tank of fuel in each wing. Examination of the engine and airframe by a Federal Aviation Administration inspector found no preimpact mechanical failures or malfunctions. According to the Cessna 1964 Model 150 owners manual, under section 5, “Operational Data,” cruise performance with a lean mixture, at an altitude of 2500 feet, and with the engine power setting of 2700 revolutions per minute, fuel consumption would be 7.2 gallons per hour. This fuel consumption data does not take into account takeoff and climb to cruise power settings.
A loss of engine power for reasons that could not be determined because postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation.
Source: NTSB Aviation Accident Database
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