Cessna 150L accident near Shapleigh, Maine, June 27, 1982
On June 27, 1982 at about 9:30 pm local time, a Cessna 150L, registered N11457, was substantially damaged in an accident near Shapleigh, Maine (Jackman airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 27, 1982 · about 9:30 pm local time
- Place
- Shapleigh, Maine · Jackman
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150L · all 150Ls on the register
- Registration
- N11457 · no longer on the register · serial 15075436
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT DEPARTED ON A CROSS-COUNTRY FLIGHT FROM JACKMAN, ME TO ROCHESTER, NH AND RETURN. PRIOR TO TAKEOFF, THE FUEL TANKS WERE TOPPED OFF. DURING THE PREFLIGHT, THE LEFT FUEL GAUGE WAS FOUND TO BE "PINNED" AT THE FULL POSITION AND WAS INOPERATIVE. AFTER LANDING AT ROCHESTER, THE PILOT TOOK OFF ON THE RETURN FLIGHT WITHOUT REFUELING. AT THAT TIME, HE NOTED THAT THE OPERATING (RIGHT) FUEL GAUGE WAS INDICATING AT LEAST HALF FULL. WHILE EN ROUTE IN THE VICINITY OF SEBAGO LAKE, THE PILOT NOTICED THAT THE REMAINING GAUGE WAS QUICKLY BECOMING LOW. HE CHANGED COURSE TO LAND AT SANFORD, ME. BEFORE REACHING SANFORD, THE ENGINE LOST POWER FROM FUEL EXHAUSTION AFTER ABOUT 3.7 HRS OF FLIGHT TIME. THE PILOT ATTEMPTED TO LAND IN A SMALL FIELD WITH TREES AND WIRES AT THE NEAR END, BUT WAS UNABLE. HE THEN AIMED THE AIRCRAFT BETWEEN ROWS OF TREES. SUBSEQUENTLY, THE WINGS COLLIDED WITH TREE TRUNKS AT ABOUT 18 FT AGL. THE PILOT STATED HE FIGURED THE FUEL CONSUMPTION WOULD BE 4 TO 4.3 GAL/HR. THE ACTUAL CONSUMPTION WAS ABOUT 6 GAL/HR.
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: 112 hours in all; 87 in this make and model; 5 in the last 90 days; 71 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 4,101 hours
- Last inspection: inspection type not recorded; 37 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
- Operator: University Of N.H. Flying Club
The flight
- Departed from: Rochester NH at 3:10 pm
- Destination: Jackman ME
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Sky: not recorded; scat at 25,000 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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 N11457 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.