Cessna 152 accident near Sylmar, California, May 18, 1996
On May 18, 1996 at about 5:42 pm local time, a Cessna 152, registered N69180, was destroyed in an accident near Sylmar, California. It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
fuel exhaustion due to the inexperienced student pilot's inadequately performed preflight inspection and her failure to refuel prior to takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 18, 1996 · about 5:42 pm local time
- Place
- Sylmar, California · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N69180 · no longer on the register · serial 15282532
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the student pilot, before commencement of her first solo cross-country flight, she had performed a preflight inspection during which time she believed that at least 18 gallons of fuel were onboard. After takeoff, the pilot flew to the Mojave Airport where she performed two takeoffs and landings. Thereafter, the pilot climbed to 6,500 feet mean sea level and proceeded toward Burbank. Approximately 5 minutes before all engine power was lost, the fuel gauges indicated about 1/4 full. The pilot made a forced landing and collided with power lines and rough terrain. At the time, the student's total pilot-in-command flying experience was 5.3 hours. The operator reported that records indicated during the 3 days which preceded the accident flight, the airplane had been flown for 2.3 tachometer hours and thereafter, had not been refueled. The accident flight lasted about 1.5 tachometer hours. Cessna performance data indicated that with a lean mixture at 75 percent engine power, the fuel consumption rate would be about 6.1 gallons per hour. At this rate, fuel exhaustion could occur after about 4.0 hours of engine operation or less time if the mixture was not leaned, or if the 24.5 gallon usable capacity tanks were less than full.
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: student
- Flight time: 48 hours in all; 48 in this make and model; 24 in the last 90 days; 11 in the last 30 days; 5 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,578 hours
- Last inspection: 100-hour inspection, April 30, 1996; 31 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
- Operator: Burbank Flying Club
The flight
- Departed from: BUR Burbank CA at 4:04 pm
- Destination: BUR
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
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.