Cessna 150 accident near Lincoln, Maine, June 14, 2001
On June 14, 2001 at about 5:00 pm local time, a Cessna 150, registered N1525Q, was substantially damaged in an accident near Lincoln, Maine (Lincoln Regional airport). It was an instructional 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
A loss of engine power for an undetermined reason.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 2001 · about 5:00 pm local time
- Place
- Lincoln, Maine · Lincoln Regional · map
- 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
- N1525Q · no longer on the register · serial 15072825
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While on final and approximately 600 feet agl, the student pilot decided that the airplane was not in a position to safely continue the approach. He initiated a go-around, selected the carburetor heat to "OFF," and applied full power. By the time the airplane was approximately half way down the runway, the pilot had retracted the flaps, and initiated a climb. A couple of seconds into the climb and without warning, the engine lost power. The pilot executed a forced landing, by making a 360 degree turn. The airplane touched down long, fast, and on the grass to the right of the runway. It then impacted some trees before coming to a stop. Examination of the airplane revealed that both fuel tanks had approximately 5 gallons of fuel. An engine run was then preformed. The engine started and ran smoothly. Engine rpm was limited to 1,200 because of propeller damage. A magneto check was preformed at 1,200 rpm, and engine rpm dropped approximately 100 rpm for both magnetos. After securing the engine, the fuel line between the gascolator and carburetor was disconnected, and the electric-driven fuel pump was activated. Initially, fuel was expelled a "normal" rate, but then slowed. The fuel flow then oscillated between "normal" and a reduced rate. The fuel screen was found absent of debris. The bowl contained fuel, and was also absent of debris or water.
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: student
- Flight time: 42 hours in all; 42 in this make and model; 42 in the last 90 days; 9 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,931 hours
- Last inspection: annual inspection, July 15, 2000; 38 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200A (piston); 0 hours total
The flight
- Departed from: MLT Millinocket ME at 4:45 pm
- Destination: LRG Lincoln ME
- Flight plan: none
- Runway 35, 2,804 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 6,000 ft
- Temperature: 86°F (30°C), dew point 66°F (19°C)
- Altimeter: 30.06 inHg
- Observation at 4:53 pm from BGR, 36 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.
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.