Cessna 150J accident near Nr. Colbert, Washington, February 3, 1982
On February 3, 1982 at about 9:45 pm local time, a Cessna 150J, registered N5527G, was substantially damaged in an accident near Nr. Colbert, Washington. 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 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
- February 3, 1982 · about 9:45 pm local time
- Place
- Nr. Colbert, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150J · all 150Js on the register
- Registration
- N5527G · registry record · serial 15071027
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING FLIGHT, THE INSTRUCTOR ASKED THE STUDENT TO PERFROM A POWER-OFF APPROACH-TO-LANDING STALL. THE STUDENT BEGAN THE MANEUVER AT ABOUT 4600 FT WITH THE CARBURETOR HEAT ON. DURING RECOVERY, HE ABRUPTLY ADVANCED THE THROTTLE AND THE ENGINE BEGAN TO LOSE POWER. THE INSTRUCTOR TOOK CONTROL OF THE AIRCRAFT, AND SHORTLY THEREAFTER, THE ENGINE CEASED OPERATING. THE INSTRUCTOR ATTEMPTED TO RESTART THE ENGINE, BUT SAID THAT HE WAS UNABLE, DUE TO LACK OF BATTERY POWER. DURING A SUBSEQUENT FORCED LANDING, THE AIRCRAFT TOUCHED DOWN ON TERRAIN COVERED WITH DEEP SNOW AND NOSED OVER. DURING AN INVESTIGATION, THE CARBURETOR AND ASSOCIATED COMPONENTS WERE INSPECTED FOR ICE OR OTHER FOREIGN MATERIAL; HOWEVER, NONE WAS FOUND. THE ENGINE WAS REMOVED FROM THE AIRCRAFT AND PLACED ON A TEST STAND. IT OPERATED NORMALLY DURING A GROUND RUN. PREVIOUSLY, ONE CELL OF THE BATTERY WOULD NOT HOLD A CHARGE. THIS REQUIRED "HAND PROPPING" OF THE ENGINE ON THE FIRST FLIGHT OF THE DAY. ALSO, THE BATTERY WAS SLOW TO RECHARGE.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 382 hours in all; 54 in this make and model; 38 in the last 90 days; 211 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 3,227 hours
- Last inspection: inspection type not recorded; 69 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: SFF Spokane WA at 12:15 pm
- Destination: SFF Spokane WA
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 210° at 5 knots
- Visibility: 15 statute miles
- Sky: not recorded; clear
- Temperature: 68°F (20°C), dew point 0°F (-18°C)
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.