Scottish Bulldog 120 accident near Cramerton, North Carolina, November 9, 2007
On November 9, 2007 at about 9:16 pm local time, a Scottish Bulldog 120, registered N9151R, was substantially damaged in an accident near Cramerton, North Carolina. 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
The pilot's improper fuel consumption calculations resulting in a total loss of engine power due to fuel exhaustion and a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 9, 2007 · about 9:16 pm local time
- Place
- Cramerton, North Carolina · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Scottish Bulldog 120
- Registration
- N9151R · no longer on the register · serial BH-120-378
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he departed on a VFR flight and no flight plan was filed. He flew past his destination airport, reversed his course, descended down to 800 feet, and was in cruise flight when the engine lost power. An engine restart was not attempted and the pilot made a forced landing into the trees. The pilot stated that the airplane had not been registered with the FAA since he purchased it, and the condition inspection was expired. In addition, the pilot stated that he did not have a current flight review or medical certificate. The FAA examined the airplane and no anomalies were noted with the engine assembly and accessories, flight controls, or airframe. The fuel tanks were not ruptured and two ounces of fuel were drained from the lower fuselage fuel sump. Two gallons of fuel were drained from the main fuel tanks. The unusable fuel for the airplane is two gallons. The pilot stated to the NTSB that "he miscalculated his fuel burn rate which resulted in a total loss of engine power due to running out of gas."
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: private
- Ratings: single-engine land
- Flight time: 517 hours in all; 7 in this make and model; 2 in the last 90 days; 2 in the last 30 days
- Medical certificate: None (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,490 hours
- Last inspection: condition inspection, September 1, 2006
- Maximum gross weight: 2,350 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AFI-360-A1B6 (piston); 0 hours total
The flight
- Departed from: KRHP Andrews NC at 7:25 pm
- Destination: KAKH Gastonia NC
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 34°F (1°C)
- Altimeter: 29.95 inHg
- Observation at 8:54 pm from KAKH, 6 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.
Other NTSB records under N9151R the same tail number, which may have belonged to a different aircraft at the time
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.