Cessna 150L accident near Nogales, Arizona, March 21, 1997
On March 21, 1997 at about 4:00 pm local time, a Cessna 150L, registered N21993, was substantially damaged in an accident near Nogales, Arizona. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of engine power due to fuel contamination resulting from the pilot's inadequate fuel storage and filtering procedures.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 21, 1997 · about 4:00 pm local time
- Place
- Nogales, Arizona · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150L · all 150Ls on the register
- Registration
- N21993 · no longer on the register · serial 15074597
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that the power dropped, then returned to cruise rpm. About 30 to 40 seconds later the engine lost power again, regained power, and then dropped again. This cycle was repeated seven or eight times, with the pilot performing the emergency checklist procedures. The engine then stopped completely and the pilot made a forced landing during which the aircraft collided with trees. An engine run-up was conducted by an FAA inspector with no mechanical abnormalities found. The FAA inspector stated that a fuel sample was retrieved from the aircraft fuel tanks at the accident scene and appeared to be contaminated. As viewed, the sample had some water and debris in it, and was yellow in color. Particles of rust were also noted in the sample. The inspector reviewed the maintenance records and found that the owner had obtained an STC to use auto fuel in this aircraft. He reported that 'the sample smelled like a mixture of auto fuel and aviation fuel. . .[and]. . .neither of these fuels are yellow in color.' The aircraft owner/pilot stated to the inspector that he has a barrel of fuel at his hangar from which he refuels the aircraft.
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
- Flight time: 453 hours in all; 344 in this make and model; 9 in the last 90 days; 7 in the last 30 days; 356 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, December 1, 1996; 16 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200D (piston); 0 hours total
The flight
- Departed from: RYN Tucson AZ at 3:30 pm
- Destination: OL5
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 60 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
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.