Cessna 150F accident near Williamson, New York, June 26, 2003
On June 26, 2003 at about 6:30 pm local time, a Cessna 150F, registered N8517G, was substantially damaged in an accident near Williamson, New York (Williamson-Sodus Airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of a rocker arm shaft boss, which resulted in a partial loss of power and subsequent forced landing. A factor was the unsuitable terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 26, 2003 · about 6:30 pm local time
- Place
- Williamson, New York · Williamson-Sodus Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150F · all 150Fs on the register
- Registration
- N8517G · no longer on the register · serial 15062617
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
As the airplane was climbing, with the student pilot at the controls, the engine began to run rough. The certified flight instructor (CFI) took over the controls and elected to perform a forced landing to an apple orchard. During the forced landing, the left and right wings struck trees. The airplane came to rest upright. Examination of the engine revealed a fractured cylinder rocker shaft boss to the number one cylinder. The fracture was consistent with fatigue. An Airworthiness Directive, published in 1994, was issued to prevent possible engine power loss and subsequent engine failure. The AD required that maintenance personnel inspect the cylinder rocker shaft bosses for cracks at the next cylinder removal from the engine or engine overhaul, whichever occurs first, after the effective date of the AD. A revised AD became effective in 1996. Review of the airplane's engine maintenance records indicated that the last engine overhaul and cylinder removal was accomplished in 1977.
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,100 hours in all; 50 in this make and model; 160 in the last 90 days; 80 in the last 30 days; 1,027 as pilot in command; 610 on instruments
- Last flight review: November 1, 2002
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
Dual student
- Flight time: 2 hours in all; 2 in this make and model; 2 in the last 30 days
- Medical certificate: None
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,003 hours
- Last inspection: annual inspection, September 4, 2002
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
The flight
- Departed from: 3G7 Williamson at 5:30 pm
- Destination: 3G7
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 250° at 11 knots, gusting 19
- Visibility: 7 statute miles
- Sky: scat at 25,000 ft
- Temperature: 90°F (32°C), dew point 64°F (18°C)
- Altimeter: 29.85 inHg
- Observation at 6:54 pm from ROC, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.