Cessna 150 accident near Hoonah, Alaska, October 6, 1995
On October 6, 1995 at about 10:00 pm local time, a Cessna 150, registered N4024J, was substantially damaged in an accident near Hoonah, Alaska (Hoonah airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate preflight planning/preparation. Factors relating to the accident were: improper weight and balance configuration, and unsuitable terrain in the emergency landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 6, 1995 · about 10:00 pm local time
- Place
- Hoonah, Alaska · Hoonah · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150 · all 150s on the register
- Registration
- N4024J · registry record · serial 15065324
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The gravel runway was 3000 feet in length and surrounded by higher terrain in all quadrants. The wind was reported from 360 degrees at 3 knots. During the initial climb after takeoff, the airplane would not climb quickly enough to avoid trees on rising terrain. The pilot turned toward a flat spot for an emergency landing. Subsequenlty, the airplane struck an area of cleared timber and received damage to the landing gear, main cabin fuselage, and wings. The pilot reported to law enforcement officers that he thought the airplane was overloaded. The flaps were found extended about 20 degrees. Calculation of the weight and balance indicated that the airplane had been loaded above its maximum gross weight limit of 1600 pounds, and the center of gravity was aft of the allowable limit. Examination of weight and balance data revealed the empty weight of the airplane had been miscalculated by the operator; the empty weight was listed as 38 pounds below the actual empty weight. The pilot said he used the weight and balance data contained in the airplane records and figured the accident flight was 2.9 pounds below the maximum gross weight limit. The actual gross weight, calculated from weight figures provided by the pilot, was 35.1 pounds over the maximum gross weight limit.
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: private
- Ratings: multi-engine land; single-engine land
- Flight time: 1,252 hours in all; 150 in this make and model; 1,152 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,795 hours
- Last inspection: 100-hour inspection, September 27, 1995; 100 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: HNH at 5:00 pm
- Destination: JNU Juneau AK
- Flight plan: none
- Runway 5, 3,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 3 knots
- Visibility: 7 statute miles
- Sky: overcast at 3,500 ft; scat at 2,500 ft
- Temperature: 54°F (12°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 4:49 pm from Z49, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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.