Stinson SR 9B accident near Chula Vista, California, August 14, 2015
On August 14, 2015 at about 2:00 pm local time, a 1937 Stinson SR 9B, registered N17154, was substantially damaged in an accident during maneuvering near Chula Vista, California (Brown Field Muni). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power due to fuel exhaustion as a result of the pilot’s failure to verify the fuel quantity before the flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 14, 2015 · about 2:00 pm local time
- Place
- Chula Vista, California · Brown Field Muni · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson SR 9B, built 1937 · all SR 9Bs on the register
- Registration
- N17154 · no longer on the register · serial 5115
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot stated that, after about 30 minutes airborne on the local flight, the engine experienced a partial loss of power and the airplane began to lose altitude. The pilot switched the fuel selector to the other fuel tank and made a forced landing onto a highway. After touching down on the highway, the engine regained power and the pilot departed again; but shortly thereafter, the engine experienced a total loss of power. During the subsequent off-airport landing in a field, the airplane nosed over and came to rest inverted. The pilot initially reported that he departed with about 20 gallons of fuel on board but was unsure of the exact quantity. He later stated that there were no mechanical malfunctions or failures of the airplane, and that the loss of power was likely the result of fuel starvation or exhaustion. During postaccident examination, there was no odor of fuel present around the wreckage and no evidence of fuel in the wing tanks or the fuel lines.
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
What happened, in order
- Loss of engine power (total) during maneuvering
- Fuel exhaustion during maneuvering defining event
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 922 hours in all; 5.5 in the last 90 days; 922 as pilot in command
- Last flight review: July 16, 2015
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection; 1 hours since
- Seats: 5
- Landing gear: fixed
- Engine: Lycoming R680-13 (piston); 0 hours total
The flight
- Departed from: SDM San Diego CA at 1:20 pm
- Destination: SDM San Diego CA
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 66°F (19°C)
- Altimeter: 29.92 inHg
- Observation at 1:53 pm from KSDM, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.