Cessna 150E accident near Siler, Washington, September 1, 2026
On September 1, 2026 at about 7:20 pm local time, a Cessna 150E, registered N3037J, was substantially damaged in an accident during enroute near Siler, Washington. It was a personal 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).
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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 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 1, 2026 · about 7:20 pm local time
- Place
- Siler, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150E · all 150Es on the register
- Registration
- N3037J · registry record · serial 15061137
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On September 1, 2026, at 1220 Pacific daylight time, a Cessna 150E, N3037J, sustained substantial damage when it was involved in an accident near Siler, Washington. The pilot and pilot rated passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he was conducting a cross-country flight from Jefferson County International Airport (0S9), Port Townsend, Washington to Packwood Airport (55S), Packwood, Washington. The pilot established a cruise altitude of 5,500 ft mean sea level above a cloud layer. Once the airplane was no longer above clouds and was approaching their intended destination, he initiated a descent, reduced engine power, and applied carburetor heat. Subsequently, the pilot noticed a 300 rpm decrease and that the engine was running rough. He advanced the throttle; however, engine rpm did not increase. The pilot attempted to restore engine power by enriching the mixture, cycling the magnetos, and cycling the carburetor heat. Despite his attempts, the pilot was unable to restore engine power and initiated a forced landing to a riverbed since the airplane was unable to maintain altitude. During the landing sequence, the airplane sustained substantial damage to the fuselage. The airplane was retained for further examination.
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 (partial) during enroute defining event
The aircraft
- Seats: 2
- Landing gear: fixed
The flight
- Departed from: 0S9 Port Townsend WA at 5:20 pm
- Destination: 55S Packwood WA
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 8 knots
- Visibility: 10 statute miles
- Temperature: 64°F (18°C), dew point 61°F (16°C)
- Altimeter: 29.86 inHg
- Observation at 12:15 pm from KCLS, 50 miles away
Weather report (METAR): METAR KCLS 011915Z AUTO 19008KT 10SM 18/16 A2986 RMK AO2 PWINO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 | |||
| Passengers | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number WPR26LA327.