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NTSB Identification: LAX99LA034. The docket is stored in the (offline) NTSB Imaging System.

Accident occurred Wednesday, November 18, 1998 at ORINDA, CA

Aircraft: Cessna 152, registration: N48201

Injuries: 1 Serious



Event: 20001211X11461 Status: Final Report Approved On Friday, February 16, 2001



NTSB Preliminary Narrative (6120.19A)



On November 18, 1998, at 2030 hours Pacific standard time, a Cessna 152, N48201, collided with a tree during a forced landing following a loss

of engine power near Orinda, California. The airplane was destroyed. The private pilot, the sole occupant, suffered serious injuries. The flight,

conducted under the provisions of 14 CFR Part 91, originated at the Corning, California, airport at 1900, and was en route to the Hayward

Airport. Night visual meteorological conditions prevailed and no flight plan was filed.



The pilot reported that he had been leading another aircraft as a flight of two. The second aircraft, a Cessna 172, was having electrical

problems, and all contact between the two aircraft was lost. The pilot of the accident aircraft reported that he leveled off at 2,000 feet agl and

configured the airplane for cruise flight with the throttle set at 2,000 rpm. After "two to three minutes" the rpm decreased to between 500 and

800 rpm. The pilot didn't notice any engine vibration, but reported that it sounded as if "someone suddenly stuffed cotton in your ears." He

stated that the engine never "coughed or sputtered." Approximately 2 minutes later, the engine lost power completely. He reported that he

attempted to restart the engine and transmitted a "MAYDAY." The pilot stated that the squelch on his intercom was not working, causing his

microphone not to work. Another pilot overheard and transmitted his calls to Oakland Approach.



A Federal Aviation Administration (FAA) inspector from the Oakland Flight Standards District Office responded to the accident site. She reported

that she drained fuel from the gascolator and tank sumps and found the fuel to be contaminated with water at a ratio of approximately 35

percent water to 65 percent fuel. She stated that draining the gascolator also yielded grass and other debris. The carburetor bowl contained 50

milliliters of water, 2 milliliters of fuel, and 10 milliliters of an unidentified green fungus-like substance.



The fuel dispensing logs at Corning Airport were reviewed and indicated that the pilot received 17.1 gallons of fuel before takeoff. The fuel truck

was quarantined immediately following the accident. The fuel was sumped and was found to be within the required specifications.



The inspector reported that the aircraft had been tied down on the ramp at Corning Airport for about 3 weeks before the accident. The owner of

an airport paint shop had been a prospective buyer for the aircraft and had been inspecting it, but had not flown it during the 3-week period. A

prebuy inspection had been conducted on September 9, 1998, at Corning Airport, during which 57 discrepancies were noted by the examining

Airframe and Powerplant mechanic, who is also the holder of an inspection authorization. A copy of that list is included in this file.



During a postcrash examination of the aircraft, the inspector noted that the right fuel tank cap gasket did not seal. She further reported that

neither cap gasket appeared visibly deteriorated. She noted no rust or sediment inside either fuel tank.



After adding 1 gallon of Avgas downstream of the firewall fuel filter, the inspector ran the engine for less than 1 minute. She noted no abnormal

sounds or discrepancies with the engine or engine gauges.



Visual and distillation tests were conducted with the fuel samples at Saybolt, Inc., Laboratories in Martinez, California, in the presence of two

FAA inspectors. The laboratory personnel indicated that the contamination was most likely a Naptha-based substance, which is a common

gasoline additive for cleaning injectors and is also found in paint. Visual analysis confirmed algae-based contamination from the carburetor bowl

sample, and significant particulant contamination of all three samples, including sand and dirt-based matter. A copy of the laboratory report is

appended to this file.



In a recorded interview, the pilot reported to the FAA inspector that he didn't remember if he had drained fuel from the tank sumps or gascolator

during the preflight. He stated that after performing a preflight and "under assurance from those in attendance that the plane was in good

shape," he was given instruction in how to use the aircraft radio, which was missing its "tens" digit. The pilot reported that he had conducted a

carburetor heat check during his run-up, but had not "gotten much out of it." He further stated that he had planned to rent the accident aircraft

on October 5, 1998, but had decided not to fly it because he "just had a bad feeling about it."



NTSB Final Narrative (6120.4)



While in cruise flight at 2,000 feet agl, the aircraft began losing power. About 2 minutes later, the engine lost power completely and the pilot was

not able to restart the engine. The aircraft collided with a tree during the subsequent forced landing. The FAA inspector who responded to the

site reported that she drained fuel from the tank sumps and gascolator and found the fuel to be contaminated with water at a ratio of

approximately 35 percent water to 65 percent fuel. She reported that draining the gascolator also yielded grass and other debris. The

carburetor contained about 50 milliliters of water, 2 milliliters of fuel and 8 milliliters of an unknown mold-like substance. The inspector reported

that the right fuel tank gasket did not seal. The pilot had received 17 gallons of fuel before takeoff, and reported that the aircraft had been tied

down on the ramp for about 3 weeks before the flight. The fuel truck was tested and was found to be within specifications. The pilot stated

that he did not remember if he had drained fuel from the tank sumps or gascolator during the preflight.



NTSB Probable Cause Narrative



A loss of engine power due to water contamination of the fuel. A factor was the pilot's inadequate preflight, during which he neglected to note

the contamination, and the dark night which made it difficult to select a landing spot.



Occurrences and Sequence of Events

Occurrence: 1, LOSS OF ENGINE POWER(TOTAL) - NONMECHANICAL

Phase of Operation: CRUISE



Sequence of Events for Occurrence Number: 1

1 ( Factor ) FUEL SYSTEM, CAP / LOOSE / (0)

2 ( Cause ) FLUID, FUEL / CONTAMINATION, WATER / (0)

3 (Finding) FLUID, FUEL / CONTAMINATION, OTHER THAN WATER / (0)

4 ( Factor ) AIRCRAFT PREFLIGHT / INADEQUATE / PILOT IN COMMAND



Occurrence: 2, FORCED LANDING

Phase of Operation: EMERGENCY DESCENT/LANDING



Occurrence: 3, IN FLIGHT COLLISION WITH OBJECT

Phase of Operation: EMERGENCY DESCENT/LANDING



Sequence of Events for Occurrence Number: 3

5 (Finding) OBJECT / TREE(S) / (0)

6 ( Factor ) LIGHT CONDITION / DARK NIGHT / (0)


 

 

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