Accident Overview
On December 25, 2017, at about 1325 Pacific standard time, a Cessna 150 airplane, N6627G, was substantially damaged during a forced landing near Perris, California. The private pilot and a passenger were not injured. The aircraft was operated as a personal flight under Title 14 Code of Federal Regulations Part 91.
Flight and Emergency
According to the pilot, the flight departed San Gabriel Valley Airport (EMT) in El Monte, California, with approximately 22 gallons of fuel onboard. About halfway through the flight, the engine experienced a total loss of power, described as "smooth, but very fast." Attempts to restart the engine by pumping the throttle and mixture and actuating the carburetor heat were unsuccessful. The pilot selected a forced landing site, circled to configure the airplane, and touched down in a soft field. After nose landing gear contact, the airplane nosed over and came to rest inverted.
GPS data showed the airplane reached a cruise altitude of about 5,400 ft, approximately 16 nautical miles from EMT, and maintained that altitude. At 1319, the airplane turned northeast and began a slow descent at about 1,000 ft per minute. Two minutes later, it turned southeast, then momentarily north, before a 180° turn to the south, after which the radar track ended.
Postaccident Examination
Examination by the Federal Aviation Administration (FAA) revealed substantial damage to the engine firewall, engine mounts, and empennage, with the lower engine cowling crushed vertically. Flight control continuity was established to the elevator, rudder, and ailerons, though the left aileron cable and through cable were fractured in tensile overload at the aileron-flap junction. The elevator trim actuator was extended about 1.4 inches, consistent with a takeoff position; flap position could not be determined.
Fuel system examination confirmed continuity from both wing tanks to the engine. Fuel tanks were not breached, and tank filters were free of debris. When the fuel strainer drain valve was opened, fuel resembling 100 low lead aviation gasoline and some debris expelled; a large amount of corrosion was observed in the fuel strainer bowl. The right fuel tank showed significant rust around the filler neck and cap. Several ounces of fuel drained from the strainer did not present contamination.
Aircraft History
Maintenance records indicated the most recent annual inspection was completed on May 3, 2017, at a total time of 4,981 flight hours and a tachometer time of 2,984 hours. The engine had accrued 623 flight hours since its last overhaul on August 1, 1994. At the time of the accident, the tachometer showed 3,031 flight hours. Logbooks contained no records of carburetor overhaul or inspection. Between February 2015 and the accident, the airplane accumulated about 166 flight hours; however, only 8 flight hours were logged in the 8 years since registration to the pilot. An entry from February 1, 2015, noted the carburetor screen was checked, but there was no indication the fuel strainer was inspected.
Carburetor Findings
Postaccident examination of the carburetor, with manufacturer oversight, revealed the unit had separated from the induction risers but remained partially attached by control cables. The carburetor fuel inlet screen was clear. Partial disassembly showed no anomalies with floats, needle valve, or venturi, but the accelerator pump nozzle was covered in corrosion. The carburetor failed the manufacturer flow test: the accelerator pump delivered no fuel to the throttle body throat. Debris was found in the float bowl, the accelerator pump check valve was blocked, and contamination was present in the venturi airflow output. The fuel drain plug was fully obstructed. The manufacturer representative noted the float bowl is a sealed container and not normally susceptible to debris ingestion unless breached, but the bowl was not breached during the accident.