Cessna 150F accident near Borrego Springs, California, February 6, 1994
On February 6, 1994 at about 11:28 pm local time, a Cessna 150F, registered N8855S, was substantially damaged in an accident near Borrego Springs, California (Borrego Valley airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
1) the pilot's decision to takeoff in an aircraft with a known, yet unresolved, engine performance deficiency, and 2) the pilot's failure to maintain an adequate airspeed while maneuvering back to the runway. A factor in the accident was the weld repair of the cylinder head rocker arm boss during overhaul, which led to a fatigue failure of the component.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 6, 1994 · about 11:28 pm local time
- Place
- Borrego Springs, California · Borrego Valley · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150F · all 150Fs on the register
- Registration
- N8855S · no longer on the register · serial 15062155
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise, the pilot noticed that his engine began running roughly. He made a precautionary landing at a nearby airport, but was unable to identify the problem. A second ground run-up developed only 2,100 rpm's at full throttle. He then called the operator. After a discussion, he decided that if the engine performance improved, he would fly back. On the next run-up, the rpm improved in the 2,200-to-2,300 rpm range, and the pilot felt this was fine for takeoff. The takeoff roll seemed slower than normal, so he decided to climb over the airport in case of an emergency. On climbout at 100-to-200 feet agl, the engine again began running roughly. He began a shallow turn back toward the runway, and lost control of the aircraft. The aircraft stalled, impacted the ground, and nosed over. An inspection of the engine showed the rocker arm boss on the No. 1 cylinder had fractured due to fatigue cracking. Lab analysis showed the boss was welded during cylinder overhaul, a procedure not allowed by Continental.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 290 hours in all; 25 in this make and model; 35 in the last 90 days; 12 in the last 30 days; 207 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,053 hours
- Last inspection: 100-hour inspection, August 30, 1993; 92 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200A (piston); 0 hours total
- Operator: Plus One Flyers, INC.
The flight
- Destination: MYF San Diego CA
- Flight plan: none
- Runway 25, 5,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 120° at 10 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 27,000 ft; scat at 16,000 ft
- Temperature: 72°F (22°C), dew point 39°F (4°C)
- Altimeter: 29.00 inHg
- Observation at 10:52 pm from TRM, 27 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.