NTSB Factual Report

On February 14, 2015, about 1020 mountain standard time, a Cessna 150M, N827CH, was substantially damaged following loss of engine power, which resulted in a forced landing and impact with terrain near Layton, Utah. The private pilot was not injured, while the sole passenger was seriously injured. The airplane was registered to Aero Services LLC, Centerville, Utah. Visual meteorological conditions prevailed for the personal cross-country flight, which was operated in accordance with 14 Code of Federal Regulations Part 91, and a flight plan was not filed. The flight departed the Logan-Cache Airport (LGU), Logan, Utah, about 0940, with the planned destination being Sky Park Airport (BTF), Bountiful, Utah.

In a statement submitted to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot reported that about 15 miles north of BTF the engine rpm started dropping off from 2,400 rpm, and the airspeed was decreasing from 80 mph. The pilot stated that he then began using emergency procedures to restore engine rpm; rich mixture, added carburetor heat, and pumped the throttle lever, but he was not able to restore engine power. The pilot then elected to make an emergency landing to a golf course. During the approach and landing sequence the pilot intentionally impacted a tree with the airplane's right wing to reduce speed. The airplane subsequently came to rest inverted in a sand trap on the golf course.

In a statement submitted to the NTSB IIC, the owner of the airplane reported that in a voice mail that was left for him by the accident pilot, the pilot stated that he had departed LGU for BTF, and that he had dipped the tanks, which indicated 8 gallons total for the flight. The accident pilot further stated that there were headwinds that day, and the fuel he had onboard was not enough to make it back [to BTF].

Under the supervision of a Federal Aviation Administration (FAA) aviation safety inspector, an examination of the airframe was performed by a Textron Aviation Senior Air Safety Investigator on February 17, 2015. The results of the examination revealed no anomalies with the airframe, inclusive of the airplane's fuel system, that would have precluded normal operation. (Refer to the Summary of Airframe Examination, which is appended to the docket for this report.)

Under the supervision of a FAA aviation safety inspector, on December 1, 2015, an examination of the engine was performed by a licensed FAA airframe and powerplant mechanic. As a result of the examination, the mechanic reported that engine compression was checked by turning the propeller by hand, as well as valve train continuity, with no anomalies reported. Additionally, the ignition system was inspected and tested. Solid blue spark was observed on all 8 ignition leads, and the magneto timing was found to be set to the manufacturer's specifications. The mechanic observed that all spark plugs were examined and appeared to be in nearly new condition, with some normal carbon deposits observed below the electrodes, but none across the electrodes. Examination of the carburetor revealed that the finger screen was clean with no debris noted, and that the needle and seat were observed without any faults detected. Further, there was no accumulation of any sediment or corrosion in the bottom of the float bowl. Additionally, an inspection of the oil filter revealed no metal or abnormal indications observed. The mechanic reported no anomalies with the engine that would have precluded normal operation.

NTSB Probable Cause

The total loss of engine power due to fuel exhaustion, which resulted from the pilot’s inadequate preflight and in-flight fuel planning, which did not account for the increased headwind.