Cessna 152 accident near Compton, California, December 26, 1995
On December 26, 1995 at about 8:22 pm local time, a Cessna 152, registered N6110Q, was destroyed in an accident near Compton, California. 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 push rod failed from fatigue as a result of longitudinal stress corrosion cracking.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 26, 1995 · about 8:22 pm local time
- Place
- Compton, California · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N6110Q · no longer on the register · serial 15285135
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The instructor experienced a sudden reduction in engine rpm during climb out. After checking the engine and electrical systems, he took the controls and made a forced landing to a dry flood control canal. His attempts to advance the throttle resulted in a further loss of power. During the last portion of the approach he saw utility lines and attempted to avoid them but the aircraft struck an overhead cable. Witnesses heard popping sounds and saw smoke trailing the aircraft. An examination of the engine revealed a broken exhaust push rod. An examination found the push rod failed due to the manufacturing process in which it was artificially aged. This process made the push rod susceptible to stress corrosion cracking (SCC) with a lower stress threshold. The ASM handbook states that the preferred method is to maintain the material at the aging temperature for a longer period of time. The interference pins that are inserted in the ends of the push rod most likely produced hoop stress at a level sufficient to initiate SCC once the push rod is exposed to an environment of humid and/or salty air. SCC most likely began after manufacture, but before the push rod was placed into service during a period in which it was exposed to adverse environmental conditions.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 905 hours in all; 400 in this make and model; 76 in the last 90 days; 13 in the last 30 days; 750 as pilot in command; 450 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 8,764 hours
- Last inspection: 100-hour inspection, April 3, 1995; 311 hours since
- Maximum gross weight: 1,675 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: CPM at 8:19 pm
- Destination: LGB Long Beach CA
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 030° at 4 knots
- Visibility: 100 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 8:45 pm from HHR
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.