N1741QCessna 150L · 1971

On August 28, 2014, at 2303 eastern daylight time, a Cessna 150L, N1741Q, operated by a private individual, was substantially damaged during a forced landing, following a total loss of engine power during cruise flight near Creedmoor, North Carolina. The airline transport pilot was seriously injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Night visual meteorological conditions prevailed for the flight that departed Bowman Field (LOU), Louisville, Kentucky, about 1811. No flight plan was filed for the planned flight to Elizabeth City Regional Airport (ECG), Elizabeth City, North Carolina.According to the pilot's written statement, he completed his flight planning in accordance with Federal Aviation Regulation minimum fuel requirements and completely fueled the airplane prior to departure. The pilot added that while enroute, he had to climb above 12,500 feet mean sea level to remain clear of visible moisture. He further stated that with favorable winds, he could have flown to Rocky Mount Regional Airport (RWI), Rocky Mount, North Carolina, but elected to divert due to physiological needs, to Raleigh-Durham International Airport (RDU), Raleigh/Durham, North Carolina. About 13 miles from RDU, as the pilot reduced engine power, the engine began to run rough. The pilot thought the roughness was due to a magneto or valve issue as each fuel gauge indicated more than "1/4" full. The engine then lost all power when the airplane was 7 to 10 miles from RDU. The pilot attempted to restart the engine with no success and subsequently performed a landing to a dark area. The airplane impacted trees and although dizzy from the impact, the pilot was able to egress. He further stated that law enforcement located him about 2 hours later and someone remarked that the airplane was leaking fuel.

According to data from the Federal Aviation Administration (FAA), the pilot contacted LOU Ground Control at 1803 and requested flight following to RWI at 13,500 feet. The controller asked the pilot to verify the altitude, which he did. At 1814, while in contact with LOU Departure Control, the pilot changed his destination from RWI to ECG. The pilot subsequently queried several controllers about wind information at altitudes and at 1859, reported climbing through 12,200 for 13,500 feet. At 1908, he requested to climb from 13,500 to 15,500 feet. The Indianapolis Center controller replied that the altitude was at the pilot's discretion. At 1940, the pilot reported that he was climbing through 14,000 feet for 17,500 feet. The Indianapolis Center controller replied that the altitude was at the pilot's discretion. At 2030, the controller queried the pilot why he was trying to climb to 17,500 feet in a Cessna 150. The pilot replied that he had supplemental oxygen and that altitude would result in a good fuel burn and endurance.

At 2036, the pilot contacted Atlanta Center and reported that he was climbing through 15,200 feet for 17,500 feet. At 2046, the pilot requested to descend to 14,500 feet to perform some data collection, which was approved by the Atlanta Center controller. At 2113, the pilot contacted Washington Center and advised he was at 14,500 feet. At 2130, the pilot to descended to 11,500 feet. At 2124, the Washington Center controller asked the pilot if he was going to ECG. The pilot replied affirmative, but that he may have to divert to RDU for fuel. At 2152, the pilot cancelled flight following and reported that he was diverting to Danville Regional Airport (DAN), Danville, Virginia for fuel.

Review of radar data revealed that the airplane did not land at DAN or another airport for fuel. At 2256, the pilot contacted RDU Approach Control. The pilot stated he was approximately 15 miles north of RDU with a magneto problem and requested an immediate turn to the airport. The controller then provided the wind, altimeter information, and a vector of 230 degrees to the airport. At 2259, the pilot reported that the engine "just quit." The controller also provided information about a highway 5 miles east of the airplane and the pilot requested that the controller keep the airplane away from populated areas. The controller then advised that there was a lake about 3 to 4 miles to the pilot's right and the pilot requested vectors toward the lake, which the controller provided; however, the airplane impacted trees in a cul-de-sac about 3 miles east of the lake.

The airplane came to rest in the front yard of a residence, partially suspended in a tree. Further review of radar and communication data revealed that at the time of the accident, the airplane had been flying for 4 hours, 52 minutes. It had remained above 12,500 feet for about 2 hours, 40 minutes, reaching a maximum altitude of 16,000 feet. According to written statements from three North Carolina Highway Patrol troopers, the wreckage was located about 2 hours after the accident. All three troopers noted a strong odor of alcohol on the pilot's breath and that his eyes were red and glassy. One trooper obtained a breath sample from the pilot, which recorded a .16 on the portable breathalyzer test.

Examination of the wreckage by an FAA inspector revealed that the fuel tanks were not compromised and there was no odor of fuel at the accident site. He observed that there was no fuel in the right wing fuel tank, a trace amount of fuel in the left wing fuel tank, and only 2 to 3 ounces of fuel in the fuel sump. The inspector did not observe any preimpact mechanical malfunctions. He also did not observe any supplemental oxygen onboard. The wreckage was recovered to a salvage facility for further examination by representatives from the airframe and engine manufacturer, under the supervision of an FAA inspector. When fuel was added to the carburetor, the engine started after several attempts. Due to vibration as a result of impact damage, the engine was shut down after running 5 to 10 seconds. The airframe was examined and fuel gauges tested, with no anomalies noted.

Review of a Cessna 150 Owner's Manual revealed that the published service ceiling for the airplane was 12,600 feet. Further review of the manual revealed that at 12,500 feet, with a lean mixture and rpm at 2,500, the airplane had an endurance of 5.8 hours; however, those calculations did not include fuel consumed for taxi, takeoff, climb, and a continued climb attempt to 17,500 feet.