Cessna 150 accident near Fairbanks, Alaska, June 28, 2007
On June 28, 2007 at about 7:30 pm local time, a Cessna 150, registered N66655, was substantially damaged in an accident near Fairbanks, Alaska (Chena Marina airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partial loss of engine power due to a stuck engine exhaust valve during takeoff initial climb. A contributing factor was the airplane's excessive gross weight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 28, 2007 · about 7:30 pm local time
- Place
- Fairbanks, Alaska · Chena Marina · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150 · all 150s on the register
- Registration
- N66655 · no longer on the register · serial 15076187
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private certificated pilot/owner, along with a flight instructor, departed on the initial portion of a CFR Part 91 flight review. The airplane engine began to lose power about 50 feet agl, and would not maintain altitude. A forced landing area was selected on a road, but the airplane struck several trees before colliding with the ground. An FAA inspector reported that an examination of the engine disclosed that the number 1 cylinder had no compression because the exhaust valve was stuck in the open position, resulting in a substantial loss of engine power. Additionally, the inspector found that the airplane was about 70 pounds over its maximum gross weight, reducing its climb performance.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 5,481 hours in all; 300 in this make and model; 57 in the last 90 days; 32 in the last 30 days; 5,340 as pilot in command; 4,857 on instruments
- Last flight review: March 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 778 hours in all; 400 in this make and model; 656 as pilot in command
- Last flight review: July 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection, January 1, 2007; 1 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
The flight
- Departed from: AK28 Fairbanks AK at 2:30 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 20,000 ft; a few clouds at 4,000 ft
- Temperature: 72°F (22°C), dew point 46°F (8°C)
- Altimeter: 29.90 inHg
- Observation at 2:53 pm from PAFA, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.