Cessna 150J accident near Pe Ell, Washington, July 20, 2002
On July 20, 2002 at about 5:30 pm local time, a Cessna 150J, registered N51286, was substantially damaged in an accident near Pe Ell, Washington. It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The fatigue failure of the number two engine cylinder for undetermined reasons during cruise flight. Factors include high vegetation in the area where the pilot found it necessary to make a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 20, 2002 · about 5:30 pm local time
- Place
- Pe Ell, Washington · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150J · all 150Js on the register
- Registration
- N51286 · no longer on the register · serial 15069896
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a VFR cross-country flight, the engine started running rough and would only develop about 2,300 RPM. The pilot tried using carburetor heat for about 90 seconds, without effect. Then some smoke or oil started coming from the engine area. Soon thereafter the pilot heard a "bang" and saw something depart the engine area, and the engine lost all power. He then performed a power-off landing in an old grown-over clear-cut area, and as the aircraft touched down it became entangled in the high vegetation and nosed over. It was later determined that the #2 cylinder had fractured completely around the circumference of the barrel. The cylinder was examined by the NTSB materials laboratory, and it was determined that the cylinder failure was the result of the propagation of a fatigue crack that initiated in the root area between the eighth and ninth cooling fins. The crack advanced circumferentially until the cylinder wall failed between the eighth and tenth fins. Further examination of the initiation site revealed no evidence of surface or material defects, and in the area of the fracture, the cylinder met the drawing requirements for hardness, wall thickness, fin root radius, and material composition and processing. There was no evidence of inadequate lubrication or overheating, and no root cause for the initiation of the fatigue fracture could be determined.
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: 333 hours in all; 160 in this make and model; 7 in the last 90 days; 5 in the last 30 days; 309 as pilot in command
- Last flight review: September 3, 2001
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,198.3 hours
- Last inspection: annual inspection, January 11, 2002; 81 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: S50 Auburn WA at 4:20 pm
- Destination: CLS Chehalis WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 300° at 10 knots
- Sky: clear
- Temperature: 72°F (22°C), dew point 55°F (13°C)
- Altimeter: 30.12 inHg
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.
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.