Cessna 150F accident near Bullard, Texas, August 1, 2017
On August 1, 2017 at about 8:15 pm local time, a 1965 Cessna 150F, registered N8879S, was substantially damaged in an accident during initial climb near Bullard, Texas (Tarrant Field). It was an instructional flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial loss of engine power due to carburetor icing and the pilot's inability to maintain adequate airspeed during the soft-field takeoff, which resulted in an exceedance of the airplane's critical angle-of-attack and an aerodynamic stall.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 1, 2017 · about 8:15 pm local time
- Place
- Bullard, Texas · Tarrant Field · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150F F, built 1965 · all 150Fs on the register
- Registration
- N8879S · no longer on the register · serial 15062179
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Following a full-stop landing and a back taxi to the runway, the flight instructor and a student pilot planned to conduct a soft-field takeoff to prepare the student for his private pilot test flight. Although there were no witnesses to the takeoff, an automobile dash camera video showed the airplane flying just above tree tops and then entering a right turn. During the turn, the left wing and the nose of the airplane dropped, which was consistent with a stall and an initial spin. The airplane then descended and impacted the ground. The available evidence did not indicate which pilot was flying the airplane at the time of the accident, but it is likely that the student pilot was flying at the time. Postaccident examination of the airplane and engine revealed no anomalies that would have precluded normal operation. The carburetor heat control was found in the off position, which was the correct position for takeoff. The temperature and dew point at the time of the accident were in a range of susceptibility for moderate icing at cruise power settings and serious icing at descent power settings. Although the airplane was at takeoff power when the accident occurred, a partial loss of engine power likely occurred due to carburetor icing, which might have accumulated while the airplane was operating at a lower power setting on the ground before the accident takeoff. The partial loss of engine power resulted in reduced airplane performance and the pilot's inability to maintain adequate airspeed, which then resulted in an exceedance of the airplane's critical angle-of-attack and a subsequent aerodynamic stall.
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
- Fuel related during initial climb defining event
- Loss of control in flight during initial climb
- Collision with terrain or object (not controlled flight into terrain) during initial climb
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on operation
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Capability exceeded
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,900 hours in all; 30 in this make and model; 36 in the last 90 days; 10 in the last 30 days; 1,440 as pilot in command; 1,200 on instruments
- Last flight review: June 5, 2016
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Dual student
- Certificate: student
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,558 hours
- Last inspection: annual inspection, June 1, 2017
- Maximum gross weight: 1,601 lb
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor O-200 SERIES (piston); 0 hours total
The flight
- Departed from: TYR Tyler TX at 7:45 pm
- Destination: TYR Tyler TX
- Flight plan: none
- Runway 12, 2,700 ft by 30 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: scat at 5,000 ft
- Temperature: 73°F (23°C), dew point 70°F (21°C)
- Altimeter: 30.04 inHg
- Observation at 8:15 am from JSO, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on March 29, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Airplane Maintenance Records | PDF, 8 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 3 | Continental Examination Report | PDF, 22 pages | View Download |
| 4 | Statement of Party Representatives to NTSB Investigation | PDF, 2 pages | View Download |
| 5 | Dash Camera Video of Accident | video | View Download |
| 6 | Carburetor Icing Probability Chart | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.