Cessna 150F accident near Harbor Beach, Michigan, July 26, 2011
On July 26, 2011 at about 8:00 pm local time, a Cessna 150F, registered N3050X, was substantially damaged in an accident during enroute (cruise) near Harbor Beach, Michigan. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's delay in using carburetor heat while operating in carburetor icing conditions, resulting in carburetor ice and subsequent partial loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 26, 2011 · about 8:00 pm local time
- Place
- Harbor Beach, Michigan · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150F · all 150Fs on the register
- Registration
- N3050X · no longer on the register · serial 15064450
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he was flying over water at an altitude of 3,000 feet mean sea level when the engine began to lose power. He contacted flight watch and informed them of the situation. His efforts to restart the engine by applying carburetor heat and full mixture were unsuccessul. He said that engine power was regained just prior to ditching the airplane. He exited the airplane which sank soon after contacting the water. The pilot was rescued 18 hours later. A review of the Federal Aviation Administration Carburetor Icing chart revealed the conditions were conducive to serious carburetor icing at glide power. The pilot reported he did not recognize the symptoms of carburetor ice and that he should have applied the carburetor heat sooner.
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
What happened, in order
- Loss of engine power (partial) during enroute (cruise) defining event
- Ditching during landing (flare/touchdown)
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on equipment
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 140 hours in all; 100 in this make and model
- Last flight review: February 20, 2011
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,801 hours
- Last inspection: annual inspection, May 9, 2011
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor O-200 (piston); 0 hours total
The flight
- Departed from: K16 Gouverneur NY at 4:00 pm
- Destination: BAX Bad Axe MI
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 100° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 5,000 ft; scat at 4,300 ft
- Temperature: 73°F (23°C), dew point 57°F (14°C)
- Altimeter: 29.87 inHg
- Observation at 8:55 pm from BAX, 17 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.