Accident Overview
On October 26, 2015, at 1423 eastern daylight time, a Cessna 150M, registration N171RD, collided with trees during the landing roll following a forced landing on a golf course near Key Biscayne, Florida. The aircraft was operated by Ameri Air Support, Inc. under 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Opa-Locka Executive Airport about 22 minutes prior and was destined for Miami Executive Airport.
Pilot Actions and Event Sequence
The pilot reported that an engine run-up before departure was satisfactory. After takeoff, the aircraft climbed to 1,300 feet and proceeded southeast along the coast. After passing the Virginia Key VORTAC, the pilot turned south on the 200-degree radial. About three miles later, the engine began to run rough and lose power. Attempts to restore power were unsuccessful. The pilot turned back toward Key Biscayne and selected a golf course as a landing site, touching down on the fairway of the 18th hole at Crandon Golf at Key Biscayne.
Post-Landing Collision
According to the Federal Aviation Administration inspector-in-charge, after touchdown on wet grass, the aircraft collided with two coconut palm trees. The collision resulted in partial separation of both wings outboard of the fuel tanks. The aircraft came to rest approximately 912 feet from the touchdown point. The aircraft was recovered for examination.
Engine Examination
Examination of the Continental O-200-A engine revealed no suction or compression in the No. 1 cylinder during continuity checks of the crankshaft, camshaft, and valve train. Spark plugs from the No. 1 cylinder showed mechanical damage. After removing the cylinder, a hole was found in the top of the piston with an embedded object, and one valve head was not in position. The cylinder and piston were sent to the NTSB Materials Laboratory.
NTSB Materials Laboratory Findings
The NTSB report indicated that the intake valve of the No. 1 cylinder was fractured in the stem just above the head. Most of the fracture surface was obliterated by post-fracture impact, but the middle exhibited curving crack arrest lines consistent with fatigue. The fatigue features extended across the remaining middle portion, but the origin and extent could not be determined due to damage. Inspection of valve tips revealed that the intake valve had an abnormal wear pattern, including linear wear contact lines rotating about the center, a linear scratch pattern, and a diffuse reflective wear patch.
Maintenance History
Aircraft maintenance records showed that new cylinders were installed during an engine overhaul on August 8, 1996. The engine was installed in the aircraft on August 21, 1996, at which time the airframe total time was 8,411.0 hours. Maintenance entries were recorded from installation through December 15, 2004. The next entry was dated December 11, 2014, with a tachometer time increase of only 7 hours between 2004 and 2014, though no maintenance entries were documented for that period. There was no record of the No. 1 cylinder being removed, replaced, or repaired since the 1996 overhaul. At the time of the accident, the airframe total time was 9,314.9 hours, and the engine time since major overhaul was about 904 hours.