Cessna 150 accident near Wiscasset, Maine, January 29, 2000
On January 29, 2000 at about 5:25 pm local time, a Cessna 150, registered N7854E, was substantially damaged in an accident near Wiscasset, Maine (Wiscasset Airport). It was an other work-use 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 inadequate preflight inspection.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 29, 2000 · about 5:25 pm local time
- Place
- Wiscasset, Maine · Wiscasset Airport
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150 · all 150s on the register
- Registration
- N7854E · no longer on the register · serial 150-17654
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane had been exposed to 3 weeks of high winds, sleet, blowing snow and sub-zero temperatures. During the preflight inspection, the pilot found the fuel tanks were half full. The wing tank drains were 'frozen stuck,' so the pilot decided not to force them. He drained about 6 ounces of fuel from the fuel strainer, and found 'no visible contaminants.' The fuel vent next to the pitot tube 'appeared to be open.' The pilot started the airplane, taxied it to the runway, and performed an engine run-up. He then back-taxied down the runway, then took off. After takeoff, about 125 feet agl, the engine lost all power, and the pilot made a forced landing. Several hours later, the left wing drain was still frozen, but there was fuel coming out of the wing vent. The pilot thought the sun had warmed the vent, which then melted ice inside, and allowed the fuel to leak out of the tank. The following morning, the pilot drained over 10 gallons of fuel into containers 'with no hesitation or water.' The pilot then drained the carburetor float bowl of about 40 cc of fuel and 10 cc of water. Preflight inspection included: 'Check fuel tank vent opening for stoppage.'
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; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,775 hours in all; 1,800 in this make and model; 2,450 as pilot in command; 110 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,494 hours
- Last inspection: annual inspection, September 1, 1999; 19 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
The flight
- Departed from: IWI at 5:25 pm
- Flight plan: none
- Runway 25, 3,400 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 020° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 27°F (-3°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 5:53 pm from IWI
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.