The student pilot reported that he did two successful touch and go landings with his instructor. The CFI then got out of the Cessna 150 and the student pilot took off solo to practice in the pattern of the airport in Burleson, Texas.
While on downwind in the pattern, the student pilot accidentally pulled the mixture knob and the engine quit.
He attempted to restart the engine but was not successful.
He tried to land the airplane in a nearby field but hit a stand of trees and then hit the ground nearly vertical.
The airplane sustained substantial damage to the wings and forward fuselage.
The student pilot reported that there were no pre-accident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
Probable Cause: The student pilot accidentally pulling the mixture control in the landing pattern which resulted in a loss of engine power and forced landing.
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This February 2022 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Poor student flying solo makes a mistake resulting in an off-airport incident. He was lucky not to have been hurt. And yes, a Cessna 150 has a mixture control. It’s a big red knob. It is very likely the student was startled by what he did such that he froze much like deer in the headlights. If he had pushed the mixture back in the engine would have, or should have, immediately come back to life. The prop was wind-milling. All an engine needs is fuel and ignition to run. Don’t really understand the discussion here about the PAPIs. They are there for guidance, and can be used however at any time. The student was evidently a bit too far out to make the runway resulting in the off-airport landing. But then again, when I was learning to fly my instructor had me practice power off approaches to grassy farm fields in the practice area all the time, such that one day he pulled the power on downwind at the airport. There was a perfectly good field to my right so I told him I would land there. He looked at me and said, but there is a perfectly good runway to your left. So there is.
I wasn’t aware that a Cessna 150 has a mixture control?
Yes, the Cont. O-200 with the MA-3SPA, Marvel-Schebler Carb. has a mixture control.
The O-200 used on a PA-11 uses a Stromberg carb, which does not have a mixture ,
also used on some Cessna 140s.
Maybe he was reaching for carb heat? Glad he is ok!
That’s great, in theory…and I also prefer a closer-in downwind, a tighter base leg, and a bit steeper final, so my landings are “assured”.
Usually.
But, as we speak, I’m sitting at my home ‘drome, watching “learners”, and instructors, from 3 large, airline pilot production companies, fly VFR pattern after VFR pattern, all rolling out on a one mile (+\-) final, at @ 300’ AGL, so they can stay “at or above” the 3-degree PAPI, virtually all the way to impact …somewhere near the 1,000’ Aim Point markings…
Sure hope they don’t pull the wrong knob out on base leg.
Above is for JimH…
The 3 degree papi is actually for the instrument approach folks flying the ILS .
VFR pilots should not be using the papi, vasi, etc.
I’m usually 1/2 to 3/4 mile out at 500 ft on final….A lot of the times I have to add a forward slip as I approach the numbers.
As we have all said; the 3 most useless things in flying;
– runway behind you
– air above you
– fuel in the truck
“The 3 degree papi is actually for the instrument approach folks flying the ILS . VFR pilots should not be using the papi, vasi, etc.”
Respectfully…you might want to rethink your statement.
Also: Take a look at 14 CFR Part 91.129(e)(3).
Tom C.
91.129 is specifying operations in class D airspace.
[e]3 is requiring landing aircraft to remain at or above the glide path.
So any approach above the glide slope, typically 3 degrees, is ok.
A couple of friends fly gyroplanes, which , on final, are very high and descend at a very steep angle to keep the rotor speed up. They always announce that the will remain much higher on short final than a fixed wing aircraft.
“91.129 is specifying operations in class D airspace.
[e]3 is requiring landing aircraft to remain at or above the glide path”.
Exactly…regardless of whether you’re shooting an instrument approach or not. So…
So, my 5 degree approach is ok, fine..!! And I see ‘4 white’ on short final, but can still land within the first 500 ft.
[ some runways here are a bit short ]
99% of my flying is in class E and G airspace. There are only a few class D airports that I fly into…
We’re going sideways here: Yes … your 5 degree approach is fine.
The point is your opening statement, “The 3 degree papi is actually for the instrument approach folks flying the ILS . VFR pilots should not be using the papi, vasi, etc.”… is just not accurate.
PAPIs & VASIs are there for EVERYONE to use. In fact, there are lots of airports that have PAPIs…but do not have any published instrument approaches; so, they can ONLY be used by VFR pilots…
While on a left downwind to a 7000″ runway I pulled the power and announced an engine failure. The student said she would land straight ahead. I asked what was wrong with the runway. She replied that she had been taught to always land straight ahead. I had her land on the runway which she easily reached and then had a chat with her instructor.
I’ve done enough corrective ed after previous instructors taught power to idle on approach … Keep hand on the THROTTLE, and just a few rpms on touchdown
This! This. I’ve been unlearning past lessons, too. Scary when you realize your previous instructors were crap, and you’re lucky you’re not dead already.
OK, so this is poor instructing, not emphasizing that the ‘red’ knob is the mixture and the ‘black [ or white] knob’ is the throttle. ….reducing the throttle on entering downwind from crosswind, once at pattern altitude.!
Also, if something ‘bad’ happens when you do something, undo what you just did first.!
[ mixture, fuel selector, etc.]
He may have been unaware of the mistake he made, just in a panic about landing without getting killed. He’s lucky he did that.
Regards/J
I was asked “What would you do if you opened the glove box and the engine quit?” I looked at my instructor quizically. He said immediately undo what you just did just in case that was what caused the problem — He knew I had an electrical and mechanical background, hence my quizzical look (he was also an engineer). But the point was made. The other thing he drove a point home about was, engine quit in the pattern… plan to land mid field. If you are short you are on the runway. If you are long you should still have runway.
In my opinion after 100hrs beyond PPL, The CPL maneuver — 180 degree precision landing should be be taught early on for private pilots in my opinion in the case that whirly thing stops while in or very close to the pattern. Maybe after their first solo X/C.
I agree on teaching the 180 power off landing in the pattern, which also teaches pilots to remain within gliding distance from the runway while in the pattern…no more B-52 base turn, 1 mile from the runway at 600 ft agl.
The power off glide to a landing will show the need to use a 5 degree approach angle on the base to final turn. This is about a 11: 1 glide ratio that most aircraft can do.