NTSB Factual Report

On October 26, 2015, at 1423 eastern daylight time, a Cessna150M, N171RD, collided with trees during the landing roll following a forced landing on a golf course near Key Biscayne, Florida. The commercial pilot and one passenger were not injured. The airplane was substantially damaged. The airplane was registered to and operated by Ameri Air Support, Inc., under the provisions of 14 Code of Federal Regulations (CFR) as a Part 91 personal flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The flight originated about 22 minutes earlier from the Opa-Locka Executive Airport (OPF), Miami, Florida, and was destined for the Miami Executive Airport, Miami, Florida.

The pilot stated that in preparation of the flight he performed an engine run-up and all parameters were satisfactory. After takeoff the flight climbed to 1,300 feet and proceeded in a southeasterly direction, then south along the coast. After passing the Virginia Key VORTAC, he proceeded in a southerly direction on the 200 degree radial and about 3 miles later, the pilot further reported the engine began to run rough and lose power. Attempts to restore engine power were unsuccessful. He turned back towards Key Biscayne and began looking for a suitable landing spot, indicating his best choice was a golf course. He landed on the fairway of the 18th hole at the Crandon Golf at Key Biscayne.

According to the FAA inspector-in-charge (FAA-IIC), after touchdown on the wet grass, the airplane collided with 2 coconut palm trees resulting in partial separation of both wings outboard of the fuel tanks; the airplane came to rest beyond the palm trees or about 912 feet from the touchdown point. The airplane was recovered for further examination.

Examination of the Continental O-200-A engine, S/N 213516-71A by a FAA airworthiness inspector revealed no suction or compression was noted in the No. 1 cylinder during inspection for crankshaft, camshaft, and valve train continuity. The spark plugs for the No. 1 cylinder were removed and mechanical damage to both was noted. Following removal of the No. 1 cylinder, a hole was noted in the top of the piston with an object embedded into the top of the piston; the head of one valve was not in position. The cylinder and piston were sent for analysis to the NTSB Materials Laboratory located in Washington, D.C.

According to the NTSB Materials Laboratory Factual Report, the intake valve for the cylinder was fractured in the stem just above the head. While most of the fracture was obliterated by post-fracture impact damage, the middle of the fracture exhibited curving crack arrest lines features consistent with fatigue. The fatigue features extended across the entire remaining middle portion of the fracture surface, but the origin or the extent of the fatigue region could not be determined due to post-fracture damage. Inspection of the intake and exhaust valve tips showing the rocker arm contact wear patterns revealed the intake valve had an abnormal wear pattern consisting of a mix of linear wear contact lines rotating about the center mixed with a linear scratch pattern and a diffuse reflective wear patch.

Review of the airplane maintenance records revealed new cylinders were installed when the engine was last overhauled on August 8, 1996. Following overhaul, the engine was installed in the airplane on August 21, 1996; the airplane total time at that time was recorded to be 8,411.0 hours. Maintenance record entries were noted from the engine installation date, to December 15, 2004; the next single entry was dated December 11, 2014. The recorded tachometer time between the 2004 and 2014 entries reflect an increase of 7 hours, though no maintenance record entries were noted. There was no record that the No. 1 cylinder was removed, replaced, or repaired since being installed at engine overhaul in 1996. At the time of the accident, the airframe total time was 9,314.9 hours, and the engine time since major overhaul was about 904 hours.

NTSB Probable Cause

The fatigue failure of the No. 1 cylinder intake valve, which resulted in the partial loss of engine power.