Automatic Dependent Surveillance–Broadcast (ADS-B) data revealed that the pilot departed Augusta Municipal Airport (3AU) in Kansas about 1710 in the Cessna 150J and arrived at Tulsa Riverside Airport (KRVS) in Oklahoma about 1818. He departed KRVS about 1913 and arrived at Lamar Municipal Airport (KLLU) in Missouri about 2037.
At 2129, he departed KLLU and remained in the traffic pattern. He told investigators that he completed three solo night takeoffs and full stop landings for currency, then departed KLLU about 2143, and arrived at Omar N. Bradley Airport (KMBY) in Moberly, Missouri, about 2323.
He then departed KMBY around midnight with an intended destination of Davenport Municipal Airport (KDVN) in Iowa.
The final ADS-B data point was recorded at 0136, and the associated barometric altitude was 700 ft. The accident site was located about 280 yards west of the final data point.
The pilot reported that the engine lost power when the airplane was about 11 miles south-southwest of the destination airport. He noted a rapid drop in engine rpm as if the throttle control had been abruptly moved to idle. The engine seemed to completely lose power for about 30 to 45 seconds before it then regained power, reaching about 2,300 rpm. He described it as a “strong burst” of power. About 5 to 10 seconds later, the engine lost power again. His efforts to restore engine power were not successful.
He attempted to execute a forced landing to a road near Buffalo, Iowa, however a wind gust caused the airplane to hit a light pole. It came to rest on a set of railroad tracks.
The nose landing gear collapsed and the airplane was oriented in a nose-down position with damage to the fuselage, engine mount, and both wings.
The pilot was not injured, but the pilot-rated passenger sustained a minor injury.
The pilot told investigators the airplane was fully fueled before departing 3AU and was fueled with 12 gallons at KLLU and with 8 gallons at KMBY.
The passenger joined the flight at KRVS, and the pilot limited the amount of fuel taken onboard to remain within the gross weight limitation for the airplane.
According to the airplane owner’s manual, the maximum total and useable fuel capacity was 26 gallons and 22.5 gallons, respectively. According to the manual, fuel consumption varied from about 5.5 gallons per hour (gph) to about 7 gph.
According to the pilot, the cockpit fuel gauges indicated full before the initial departure from 3AU. However, approaching KMBY, they appeared to indicate near empty.
At KMBY, he determined that each fuel tank contained about 4 gallons and he added 8 gallons.
He deemed the fuel gauge indications unreliable since they did not appear to correspond to his visual fuel quantity determination and his preflight fuel calculations.
The pilot told investigators the engine was leaned as appropriate for all stages of flight. He also commented that, after arriving at KRVS, the engine took about 2 minutes to shut down after the mixture control was moved to the idle/cutoff position. The same issue occurred upon arrival and shut down at KLLU.
Post-accident examination did not identify any engine anomalies consistent with an inability to produce rated power.
Both main fuel tanks appeared to be intact. The left main fuel tank appeared to contain minimal fuel, along with a significant quantity of water consistent with the airplane being stored outside. The right fuel tank appeared to be empty at the time of the examinations.
Both fuel caps were securely installed at the time of the initial airplane examination. However, at the time of the engine examination, the left fuel cap was not installed.
The initial examination revealed the gascolator bowl contained fluid consistent in appearance to aviation fuel. The bowl was free of debris or sediment.
Weather conditions at the time of the accident were conducive to carburetor icing as noted in FAA Special Airworthiness Information Bulletin CE-09-35. The bulletin noted that carburetor ice can be detected by a drop in engine speed, usually accompanied by a roughness in engine operation.
Probable Cause: A loss of engine power due to fuel exhaustion as a result of the pilot’s inadequate preflight planning. Contributing to the accident were the unreliable fuel quantity gauges and the improperly adjusted mixture control, which increased the fuel consumption above that anticipated by the owner’s manual.
NTSB Identification: 107106
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This April 2023 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
