Cessna 152 accident near Chandler, Arizona, December 21, 2006
On December 21, 2006 at about 5:55 pm local time, a Cessna 152, registered N5295B, was substantially damaged in an accident near Chandler, Arizona. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a loss of engine power due to oil starvation to the number 3 cylinder crankpin and connecting rod bearing. The underlying cause of the oil starvation to the number 3 cylinder components could not be ascertained.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 21, 2006 · about 5:55 pm local time
- Place
- Chandler, Arizona · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N5295B · no longer on the register · serial 15283829
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while in cruise flight the airplane began to vibrate, which was followed by a loud "bang," and then a complete loss of engine power. He attempted to restart the engine, trimmed the airplane to attain best glide speed, and looked for a place to make an emergency landing. The touchdown was normal; however, on the landing rollout the nose landing gear collapsed and the airplane came to rest inverted. An inspection of the engine revealed that the number 3 cylinder connecting rod had broken at the crankshaft journal. Cracks in multiple locations were observed on the right side engine case. Various pieces from the engine were located in the oil sump, oil pump housing, and oil filter element. The number 3 connecting rod, piston, and cylinder were thermally discolored (black coloration). Complete teardown of the engine revealed that the crankshaft at the number 3 journal area exhibited signs of thermal discoloration and distortion. The other connecting rods and main bearings showed signs of adequate lubrication. There were no oil system related discrepancies noted. A review of the engine logbooks revealed normal routine maintenance, which included 50-hour oil changes and servicing.
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
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 870 hours in all; 15 in this make and model
- Last flight review: June 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 13,701.5 hours
- Last inspection: 100-hour inspection, November 1, 2006; 130 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
- Operator: Tailwind Flight Centre, LLC
The flight
- Departed from: CHD Chandler AZ at 5:43 pm
- Destination: GEU
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 25°F (-4°C)
- Altimeter: 30.21 inHg
- Observation at 5:47 pm from CHD, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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.