Cessna 150 accident near Sacramento, California, February 11, 1992
On February 11, 1992 at about 10:35 pm local time, a Cessna 150, registered N8580J, was substantially damaged in an accident near Sacramento, California (Franklin airport). It was an instructional 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
THE FAILURE OF THE CFI TO PROPERLY USE CARBURETOR HEAT IN CONDITIONS CONDUCIVE TO THE FORMATION OF CARBURETOR ICE. FACTORS IN THIS ACCIDENT WERE: 1) WEATHER CONDITIONS CONDUCIVE TO CARBURETOR ICING AND 2) THE LACK OF SUITABLE TERRAIN TO COMPLETE THE FORCED LANDING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 11, 1992 · about 10:35 pm local time
- Place
- Sacramento, California · Franklin · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150 · all 150s on the register
- Registration
- N8580J · no longer on the register · serial 15066480
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE INSTRUCTOR PILOT STATED THAT HE AND HIS STUDENT HAD DEPARTED ON A VFR CROSS COUNTRY TRAINING FLIGHT. WHILE ENROUTE TO THEIR DESTINATION HE INITIATED A SIMULATED ENGINE FAILURE NEAR AN ENROUTE UNCONTROLLED AIRPORT. HE STATED THE WINDS WERE VARIABLE AND ESTIMATED TO BE ABOUT 8 KNOTS FROM THE NORTHWEST. THE INSTRUCTOR SAID THAT THE STUDENT WAS FLYING THE AIRPLANE UNTIL HE TOOK OVER TO ALIGN THE AIRPLANE WITH THE RUNWAY CENTERLINE. THE INSTRUCTOR EXTENDED 30 DEGREES OF FLAPS AND COMPLETED THE TOUCH AND GO LANDING. HE SAID AFTER APPLYING FULL POWER HE PUSHED THE CARBURETOR HEAT OFF AND RETRACTED THE FLAPS. AT ABOUT 50/60 FEET HE STATED THAT THE AIRPLANE'S ENGINE LOST POWER. THE PILOT ENTERED A FORCED LANDING WITH PARTIAL ENGINE POWER. THE AIRPLANE OVERSHOT THE 3240 FEET LONG RUNWAY TO THE LEFT SIDE AND DURING LANDING ROLL, COLLIDED WITH A FENCE. ACCORDING TO A STANDARD CARBURETOR ICING PROBABILITY CHART, THE TEMPERATURE AND DEW POINT WERE LOCATED IN THE MODERATE ICING-CRUISE POWER OR SERIOUS ICING-GLIDE POWER AREA OF THE CHART.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,900 hours in all; 511 in this make and model; 113 in the last 90 days; 63 in the last 30 days; 1,771 as pilot in command; 984 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,474 hours
- Last inspection: 100-hour inspection, December 16, 1991; 60 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
- Operator: Sacramento Exec Heli INC
The flight
- Destination: Q53 Walnut Grove CA
- Flight plan: none
- Runway 36, 3,240 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 140° at 17 knots
- Visibility: 40 statute miles
- Sky: scat at 3,300 ft
- Temperature: 64°F (18°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 9:58 pm from SAC, 15 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.