Cessna 150J accident near Waxhaw, North Carolina, August 3, 1994
On August 3, 1994 at about 6:25 pm local time, a Cessna 150J, registered N60182, was destroyed in an accident near Waxhaw, North Carolina (Jaars - Townsend airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A LOSS OF ENGINE POWER DUE TO A STUCK, AND WORN, EXHAUST VALVE, AND THE INADEQUATE INSPECTION OF THE ENGINE BY OTHER MAINTENANCE PERSONNEL. A FACTOR WAS THE TREES AT THE FORCED LANDING AREA.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 3, 1994 · about 6:25 pm local time
- Place
- Waxhaw, North Carolina · Jaars - Townsend · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150J · all 150Js on the register
- Registration
- N60182 · no longer on the register · serial 15070129
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLIGHT INSTRUCTOR AND HIS STUDENT WERE TAKING OFF ON A LOCAL, INSTRUCTIONAL FLIGHT. ABOUT 300 FEET AGL, DURING THE INITIAL CLIMB, THE ENGINE LOST POWER, ACCOMPANIED BY A STRONG VIBRATION. THE AIRCRAFT WAS FORCE LANDED, AND COLLIDED WITH TREES. A POST- ACCIDENT EXAMINATION OF THE ENGINE REVEALED THAT THE NUMBER 2 EXHAUST VALVE WAS STUCK OPEN. FURTHER INSPECTION SHOWED COKING AND CARBON DEPOSITS ON THE VALVE STEM AND GUIDE. AFTER CLEANING, THE VALVE STEM DIAMETER WAS MEASURED TO BE .4328'. THE ALLOWABLE RANGE IS .4335' TO .4340'. THE ENGINE HAD A HISTORY OF STICKING VALVES; THE NUMBER TWO EXHAUST VALVE WAS FREED BY MAINTENANCE PERSONNEL 5 HOURS BEFORE THE CRASH. THEY ALSO REPORTED THAT THE VALVE WAS FREED WITHOUT REMOVING THE CYLINDER OR THE VALVE.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 400 hours in all; 11 in this make and model; 35 in the last 90 days; 26 in the last 30 days; 189 as pilot in command; 9 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,470 hours
- Last inspection: annual inspection, November 10, 1993; 75 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
- Operator: Waxhaw Aero Club
The flight
- Flight plan: none
- Runway 22, 3,309 ft by 40 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 360° at 4 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 25,000 ft; scat at 4,500 ft
- Temperature: 88°F (31°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 6:50 pm from CLT, 23 miles away
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.