Cessna 150M accident near Caribbean Sea, July 27, 1991
On July 27, 1991 at about 10:00 pm local time, a Cessna 150M, registered N6088K, was substantially damaged in an accident near Caribbean Sea. It was a ferry 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
IMPROPER PLACEMENT OF THE BOOST PUMP SELECTOR BY THE PILOT IN COMMAND, AND ELECTRICAL SYSTEM FAILURE FOR UNDETERMINED REASONS. THIS RESULTED IN THE TOTAL LOSS OF ENGINE POWER DUE TO FUEL STARVATION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 27, 1991 · about 10:00 pm local time
- Place
- Caribbean Sea
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150M · all 150Ms on the register
- Registration
- N6088K · no longer on the register · serial 15077519
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLT DEPARTED USING FUEL FROM THE MAIN FUEL TANKS TO SUPPLY THE ENG AND CLIMBED TO ALT. THE PLT THEN UTILIZED THE FUEL FROM THE ELECTRICALLY DRIVEN AUX FUEL SYS BUT STATED THAT THE ENG QUIT 1 HR 15 MINUTES LATER. HE DETERMINED THAT THERE WAS A FAILURE OR MALFUNCTION OF THE ELECTRICAL SYS AND FUEL FROM THE MAIN TANKS WAS THEN USED TO SUPPLY THE ENG. THE ENG WAS RESTARTED. THE FLT DIVERTED TO AN ALTERNATE AND THE PLT ATTEMPTED TO SUPPLY FUEL TO THE ENG FROM THE AUX FUEL TANK BY TURNING ON THE SHUTOFF VALVE AND BOTH FUEL PUMPS BUT WAS UNSUCCESSFUL. THE ENG EVENTUALLY QUIT DUE TO FUEL EXHAUSTION IN THE MAIN FUEL TANKS. HE DITCHED THE ACFT NEAR AN ISLAND, SWAM TO IT, AND WAS RESCUED 26 HRS LATER. THE ACFT WAS NOT RECOVERED. HE FURTHER STATED THAT HE BELIEVES THAT THE FUEL PUMPS OVERLOADED THE ELECTRICAL SYS BUT IN RETROSPECT BELIEVES THE ALTERNATOR FAILED. THE AUX FUEL SYS INCORPORATES TWO ELECTRIC PUMPS BUT ONLY ONE IS TO BE USED FOR NORMAL OPERATION. THE SECOND PUMP IS TO BE USED ONLY FOR A FAILURE OR MALFUNCTION OF THE FIRST PUMP.
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: 275 hours in all; 14 in this make and model; 200 as pilot in command; 60 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded, January 2, 2000
- Maximum gross weight: 1,600 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental O-200A (piston); 0 hours total
- Operator: Aero Taxi, INC.
The flight
- Departed from: MWCR Grand Cayman OF at 5:15 pm
- Destination: MPTO Panama City OF
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 090° at 12 knots
- Visibility: 5 statute miles
- Sky: scat at 3,000 ft
- Temperature: 90°F (32°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.
Other NTSB records under N6088K 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.