N46913

On April 7, 2007 about 1239 eastern daylight time, a Cessna 152, N46913, registered to and operated by Voyager Aviation International, LLC, experienced a loss of engine power and nosed over during a forced landing near Canal Point, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight from Merritt Island Airport, Merritt Island, Florida, to Okeechobee County Airport, Okeechobee, Florida. The airplane was substantially damaged and the private-rated pilot and pilot-rated passenger were not injured. The flight originated about 1030, from Merritt Island Airport.

The pilot stated that the flight proceeded to Palm Beach County Glades Airport, Pahokee, Florida, where she performed 1 touch-and-go landing. Following the touch-and-go landing she climbed to 1,200 to 1,300 feet, and leaned the fuel/air ratio. The engine then quit, and she enrichened the fuel/air ratio which was unsuccessful in restoring engine power. She initiated emergency procedures and looked for a forced landing location while descending. She reported that, "after some time we saw a green patch of land and tried aiming to get to it." She entered a slanted downwind and base but the flight was too fast and too low. She overshot the intended field, and landed on an unlevel surface in a sugarcane field south of the intended location. During the landing roll, the nose wheel impacted a hole causing the nose wheel to separate. The airplane then nosed over coming to rest inverted partially submerged in a water retention ditch.

The pilot-rated passenger stated that while slowly leaning the fuel/air ratio, they suddenly realized that the engine had "basically quit." They maneuvered for a forced landing in a field but the "...wind pushed them quite far and we landed slightly beyond the field where there was a ditch."

Examination of the airplane following recovery revealed both wings and the vertical stabilizer were damaged. The fuel tanks which were full of fuel/water were drained and a total of approximately 9 gallons of fuel were drained. Postaccident examination of the engine by the director of maintenance (DOM) of the operator revealed continuity of the throttle, mixture and carburetor heat controls. No obstructions other than impact damage was noted to the fuel supply system, and no evidence of preimpact failure or malfunction of the power section of the engine was noted. Impact damage to the carburetor and water submersion of the magnetos precluded bench testing of the components. Approximately 5 quarts of oil were drained from the oil sump. No determination was made as to the reason for the engine not to resume power after proper fuel/air ratio was provided.

The airplane Pilot's Operating Handbook and FAA Approved Airplane Flight Manual indicates that leaning the fuel/air ratio during cruise flight is performed by leaning the mixture to the point where the engine rpm "...peaks and drops 25-50 RPM."