Accident Overview
On February 4, 2024, at approximately 1535 eastern standard time, a Cessna 150G airplane, registration N3747J, was substantially damaged during an emergency landing in Parkland, Florida. The pilot and a pilot-rated passenger were not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Flight Sequence
According to the pilot, after topping off the fuel, obtaining a weather briefing, and performing a preflight inspection and engine run-up, the airplane departed from Pompano Beach Airpark (PMP), Pompano Beach, Florida, en route to Airglades Airport (2IS) in Clewiston, Florida. After departure, the airplane climbed to 2,000 feet above mean sea level. When the pilot leveled off while flying over the Everglades, he noticed that the engine rpm was not increasing as expected; the tachometer indicated only 2,100 rpm instead of the anticipated 2,400 to 2,500 rpm.
Engine Anomaly and Emergency Declaration
The pilot checked the airplane’s configuration and settings, determining that something was wrong. The engine continued running smoothly, and he informed the passenger they would return to PMP. After making a 180-degree turn, altitude was maintained momentarily before the engine began to shake. Engine rpm decreased, and the engine started running very rough while still producing partial power. The pilot reduced power in an attempt to diminish the shaking, then radioed air traffic control to declare an emergency.
Emergency Landing
As the pilot approached a road for an emergency landing, he managed airspeed and wing flaps to ensure clearance over a traffic light crossbar. Vehicles were approaching head-on on the left and trees on the right; the pilot maneuvered to land between them. The pilot reported that the landing appeared successful until after touchdown, when a branch struck the right wing tip, turning the airplane perpendicular to the road.
Postaccident Findings
Review of witness video confirmed that the engine was running rough before touchdown. Postaccident examination revealed substantial damage: the propeller and engine cowling were damaged; the left wing sustained damage to the wing tip and outboard leading edge, with buckling near the wing root; the right wing showed damage to the wing tip, outer leading edge, and wing spar, along with span-wise twisting and folding near the wing root.
Examination of the engine revealed a roughly 6-inch hole in the top of the engine case just behind the No. 2 cylinder. Further examination indicated findings consistent with oil starvation, although the oil tank contained 5 quarts of oil and the oil pump was functional. The No. 2 connecting rod was twisted, exhibited thermal damage, and was separated from the crankshaft. Multiple metallic fragments—including bearing material, pieces of the No. 2 rod end cap, and piston ring pieces—were found in the engine and oil tank. The No. 1, 3, and 4 rod end bearings showed evidence consistent with extrusion of bearing material. No metallic debris was discovered in the engine oil screen or oil filter.
Maintenance History
According to airplane maintenance records, a major overhaul of the engine had been performed approximately 187 hours of operation before the accident flight.