Cessna 150K accident near Juneau, Alaska, November 21, 1999
On November 21, 1999 at about 6:22 pm local time, a Cessna 150K, registered N5730G, was substantially damaged in an accident near Juneau, Alaska (Juneau International airport). It was an instructional flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
An inadvertent stall. Factors in the accident were the instructor pilot's excessive angle of climb, and gusty wind conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 21, 1999 · about 6:22 pm local time
- Place
- Juneau, Alaska · Juneau International · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150K · all 150Ks on the register
- Registration
- N5730G · no longer on the register · serial 15071230
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The certificated flight instructor pilot and a student pilot departed on a local instructional flight. After several maneuvers, the flight returned to the airport for touch and go landings on runway 08. Following a touch and go, the instructor accelerated the airplane to 110 mph, about 100 feet above the runway. She then began a steeper than normal climb. About 450 to 500 feet, the airplane stalled and entered a spin. The airplane struck shallow water next to the runway. In a telephone interview with an FAA inspector, and in her written statement submitted with the NTSB Pilot/Operator report, the instructor said that during the climb, the airspeed dropped to 72 mph. She said the airplane encountered windshear, the airspeed dropped to zero, and the airplane stalled. In a written statement, the student said the airspeed dropped to 60 mph and the airplane stalled. Thirty minutes before the accident, a METAR at the airport was indicating the wind conditions as 094 degrees at 13 knots, gusts to 20 knots. Ten minutes after the accident, the METAR was indicating the wind as 094 degrees at 15 knots.
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
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,210 hours in all; 975 in this make and model; 127 in the last 90 days; 41 in the last 30 days
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,058 hours
- Last inspection: annual inspection, July 8, 1999; 63 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: PAJN at 5:50 pm
- Flight plan: none
- Runway 8, 8,456 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 094° at 15 knots
- Visibility: 8 statute miles
- Sky: broken clouds at 3,000 ft; scat at 2,000 ft
- Temperature: 37°F (3°C), dew point 36°F (2°C)
- Altimeter: 29.00 inHg
- Observation at 6:32 pm from PAJ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.