APPLE VALLEY, CA, USA
N1706Q
Cessna 150
The student pilot was on his last solo cross-country flight before his private pilot check ride. About 48 minutes into the flight, the engine started to run roughly and subsequently lost power. The airplane was 13 miles from an airport, which the pilot tried to reach. He landed short of the runway and collided with an airport security fence. Postaccident examination of the fuel system revealed noncompliance with airworthiness directive 79-10-14R1 and Cessna Service Bulletin SE77-6 requiring the installation of vented fuel caps. The pilot stated that during the preflight check the airplane had been refueled.
HISTORY OF FLIGHT On July 12, 1998, about 1130 hours Pacific daylight time, a Cessna 150, N1706Q, operated by F.A.S.T. Inc., El Monte, California, was substantially damaged during a forced landing at Apple Valley, California. The forced landing was precipitated by a loss of engine power during cruise. The student pilot received minor injuries. Visual meteorological conditions prevailed for the training solo cross-country flight under 14 CFR Part 91 and a VFR flight plan was filed. The flight originated at El Monte on the morning of the accident about 1042. The pilot stated that after passing through Cajon Pass, California, he contacted Hi-Desert Approach Control for flight advisories. About 13 miles southwest of Apple Valley the engine started running roughly and subsequently quit. He advised approach control of the problem and attempted to reach Apple Valley airport. The aircraft landed short of runway 36 and collided with a security fence. The pilot stated that during his preflight check the airplane had been refueled. PERSONNEL INFORMATION The day of the accident the student pilot stated that he had about 40 hours total flight time, and this was his last solo cross-country flight before his private check ride. The operator stated that he had 60 hours. Billing records indicate 60.6 hours. AIRCRAFT INFORMATION According to logbook information and instrument readings, the aircraft had operated a total of 86 hours since the last 100-hour inspection. The accident flight had operated for about 48 minutes. According to airframe logbook No. 2, the last annual inspection was performed on October 8, 1997; however, the airframe logbook was not signed, and the engine log was signed as an annual inspection. METEOROLOGICAL INFORMATION At 1051, the METAR report for Daggett, California was: winds 270 degrees at 9 knots; visibility 50 miles; sky clear; temperature 91 degrees Fahrenheit; dew point 43 degrees Fahrenheit; and the altimeter was 29.99 inHg. TESTS AND RESEARCH INFORMATION On July 15, 1998, representatives from the Safety Board, Cessna Aircraft, and Teledyne Continental Motors performed a postaccident examination of the aircraft and the engine. The complete fuel and fuel vent systems were examined. Nonvented fuel caps were found installed on the airplane. According to Federal Aviation Administration (FAA) Airworthiness Directive 79-10-14R1 and Cessna Service Bulletin SE77-6, the purpose of the vented fuel caps is "To provide an alternate source of fuel tank venting in case of fuel tank vent obstruction by foreign material and/or sticking of the fuel vent valve." Both magnetos were successfully functional tested on a magneto test bench. The carburetor was taken to an FAA approved repair station for visual examination. No abnormalities were observed. The ignition switch was removed, functional tested, opened and examined, and found to be operational. ADDITIONAL INFORMATION The Safety Board did not take possession of the wreckage. The operator failed to return the Safety Board's Pilot/Operator Accident Report.
The improper installation of unvented fuel caps that resulted in fuel starvation and loss of engine power. A factor was the lack of suitable terrain for a forced landing.
Source: NTSB Aviation Accident Database
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