Cessna 150G accident near Palos Verdes, California, August 9, 1997
On August 9, 1997 at about 8:35 pm local time, a Cessna 150G, registered N3084S, was substantially damaged in an accident near Palos Verdes, California. It was a flight of an unrecorded kind 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 starvation and the pilot's mismanagement of the aircraft's fuel supply.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 9, 1997 · about 8:35 pm local time
- Place
- Palos Verdes, California · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150G · all 150Gs on the register
- Registration
- N3084S · registry record · serial 15066984
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft had been modified with installation of: 1) a Lycoming O-360 engine; 2) an 18-gallon auxiliary fuel tank in the baggage compartment; and 3) a Cessna 172 type main fuel selector capable of selecting right, left, both, and off positions. The auxiliary tank was plumbed to pump fuel through an electric pump and an on-off fuel valve into the right wing tank. The fuel quantity sending unit was wired through a toggle switch to the right wing tank fuel gage; the switch could select either the right wing or auxiliary tank for gage display. The fuel system operating procedures specify that the pilot is to use fuel from the right wing tank first for 1 hour, then transfer fuel from the auxiliary tank. The pilot reported that after picking up the banner he climbed on a westerly heading on both tanks. Approximately 15 minutes later, the pilot switched to the right tank. He reported that 1 1/2 hour later he switched to the auxiliary tank. The right tank fuel gage read 1/4 full. At this point the engine stopped, and he switched back to both tanks in an attempt to restart the engine. The pilot reported that the attempted engine restart was unsuccessful and he had to ditch the aircraft in the ocean. After the aircraft was recovered, 2 gallons of fuel were drained from right tank, and 18-20 gallons of fuel were drained from the left tank. In a verbal statement to FAA inspectors, the pilot reported that he forgot to switch the fuel selector.
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: multi-engine land; single-engine land; rotorcraft: glider
- Flight time: 1,800 hours in all; 100 in this make and model; 30 in the last 90 days; 10 in the last 30 days; 1,700 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,421 hours
- Last inspection: annual inspection, October 11, 1996; 120 hours since
- Maximum gross weight: 1,760 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
- Operator: Tom King Aerial Enterprises
The flight
- Departed from: CNO Chino CA at 7:45 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°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.