Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Rotorcraft
Flight Crew Last 90 Days 25; Flight Crew Total 3200; Flight Crew Type 200
Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Aircraft
I experienced an engine malfunction and eventual complete engine failure while flying a Cessna 150J. The flight was a personal flight. I had filed and opened a VFR flight plan using commercially available flight planning software.  The engine start; run-up; taxi; and takeoff all were normal.  I climbed to 3500 FT MSL and leveled off where I leaned the engine mixture and set engine RPM to 2400.  Engine oil pressure and temperature were noted as well within the 'green arc'. While still in the cruise configuration the engine without warning had a significant loss of engine RPM accompanied by a severe engine vibration.  I immediately place the mixture to 'full rich'; applied full power and carburetor heat.  With the engine controls set in this configuration the engine was producing about 1500 RPM. I slowed the aircraft to approximately 60 KIAS; but the engine vibration remained severe; making it difficult to read the flight instruments.  At this point we were in about a 500 FPM rate of descent.  I quickly ascertained the nearest suitable airport.  I set up a course direct and made a distress call 'in the blind' on 121.5 while descending through 3000 FT MSL.  I then set the carburetor heat to off; which had no impact on engine operation so I elected to leave it in the off position.  I then attempted to lean the engine fuel mixture; which only further reduced engine RPM.  I quickly placed the mixture to 'full rich'.  I did not adjust carb heat or engine fuel mixture for the remainder of the flight.  The engine was producing approximately 1500 RPM with the severe vibration still present.  The airspeed was still about 60 KIAS and the rate of descent remained relatively steady at approximately 500 FPM.   My distress call on 121.5 was heard by what was an unknown aircraft or agency in the area.  They advised me they were relaying my report of engine trouble; approximate location; aircraft type and people on board.  Descending through 2000 FT MSL; it was apparent that making it to the airport was not going to be possible.  I made another distress call advising of my attempt to land in an open field and gave my grid coordinates.  I am not sure that this call was received by or relayed to any agency.  As I was making the distress call I made a right hand turn toward the East to find a suitable landing area while still maintaining about 60 KIAS.  Again; exact speed was difficult to ascertain due to engine vibration.  I continued my right hand turn to the South as this put us in a direction for the most suitable landing areas and it also placed the aircraft into the predominately southerly wind.  At the completion of the turn the aircraft was at about 1700 FT MSL.  I located one paved road and two gravel roads; but I quickly assessed them as unsuitable due to wires running parallel along them.  My first choice was a roadway or other hard packed area. Upon realizing that the roads were not a possibility I selected a large grassy field that was free of obstacles; relatively flat and was obtainable by our glide path.  The field also provided a paved highway and a house near by that I was hoping would offer easier access by Emergency Services should they be needed.  Descending through 1400 FT MSL and on a Southerly heading; I determined our glide path made making the field a certainty.  At about this same point the engine quit producing any power which had little effect on our flight at this point as the intended landing spot was assured.  Nearing the field I began to slow the aircraft in order to clear a terrace in the field and to allow the aircraft to touchdown as slow as possible.  Once clear of the terrace the aircraft touched down in the field.  Immediately the landing gear began to 'dig in'.  As the nose wheel dug into the soil; our momentum caused the aircraft to flip about its nose onto its back. The aircraft immediately came to a stop.  Once stopped; I assessed myself as ok and turned off the master power switch and magneto key switch.I opened the door on my side; released my seatbelt and exited the aircraft.  I then ran to the passenger side; opened the passenger door and helped the passenger exit as well.  We then moved to the west side of the aircraft about 30 yards away.  I didn't detect any fuel spillage so I returned to the aircraft to recover my cellular phone in order to contact emergency personnel.  At about the same time the residents of the nearby house arrived on their ATVs; offered assistance and advised that they had contacted emergency services.  Within just a few minutes I received a phone call from the local FSDO advising me they had received my distress call and offered assistance. I advised them that we did not require any more assistance and that our flight plan could be closed out. Emergency personnel arrived and we declined any medical assistance.  The FAA contacted me and directed me on how to secure the aircraft and that we were released from the scene.  My passenger and I were transported by EMS personnel to their station where family members met us to transport us home.
Cessna 150 pilot experienced a complete engine failure and landed the aircraft in a field.