Cessna 150J accident near Jasper, Georgia, February 17, 2012
On February 17, 2012 at about 5:07 pm local time, a Cessna 150J, registered N60276, was substantially damaged in an accident during approach (VFR pattern final) near Jasper, Georgia (Pickens County Airport). It was an instructional flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilots' inadequate preflight inspection that failed to detect water-contaminated fuel, which resulted in a total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 17, 2012 · about 5:07 pm local time
- Place
- Jasper, Georgia · Pickens County Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150J · all 150Js on the register
- Registration
- N60276 · no longer on the register · serial 15070190
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and the flight instructor reported that they conducted an extensive preflight inspection and filled the fuel tanks with fuel prior to departure for the pilot’s biennial flight review in the newly purchased airplane. They further reported that they sumped the fuel tanks before and after the refueling and noted no water or contamination. The takeoff was uneventful, and they remained in the traffic pattern to practice takeoffs and landings. While on final approach for the first landing, the pilot added power, and the engine subsequently sputtered and lost power. The flight instructor completed a forced landing to a field, and, during the landing roll, the airplane impacted a truck. Postaccident examination of the airplane and engine revealed large amounts of water in the fuel strainer bowl and carburetor bowl. Additionally, corrosion was observed inside the fuel tanks and the fuel strainer bowl, and the fuel cap gaskets appeared stiff and cracked. The airplane’s most recent annual inspection was completed about 6 months before the accident. The airplane had been stored outside while it was for sale, and it had only accumulated 4 hours of flight time in the previous 2 years and had not flown at all in the 3 months preceding the accident. Given the amount of water in the carburetor bowl and fuel strainer bowl, the poor condition of the fuel cap gaskets, and the presence of corrosion in the fuel tanks and fuel strainer bowl, it is likely that water had entered the fuel system during the time the airplane was stored outside. Further, it is unlikely that the pilots conducted a thorough preflight inspection, otherwise the water would have been detected.
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
What happened, in order
- Preflight or dispatch event during prior to flight
- Fuel contamination during approach (VFR pattern final) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid condition
- cause Personnel issues › Task performance › Inspection › Preflight inspection › Instructor/check pilot
- cause Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 968 hours in all; 42 in this make and model; 82 in the last 90 days; 27 in the last 30 days; 806 as pilot in command; 503 on instruments
- Last flight review: August 23, 2011
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 253 hours in all; 127 in this make and model; 1 in the last 90 days; 1 in the last 30 days; 206 as pilot in command
- Last flight review: July 21, 2005
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,443 hours
- Last inspection: annual inspection, July 15, 2011; 2 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor O-200 SERIES (piston); 0 hours total
The flight
- Departed from: JZP Jasper GA at 5:15 pm
- Destination: JZP Jasper GA
- Flight plan: none
- Runway 16, 5,000 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 45°F (7°C)
- Altimeter: 30.12 inHg
- Observation at 4:55 pm from CNI, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N60276 the same tail number, which may have belonged to a different aircraft at the time
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.