Cessna 150B accident near Omaha, Nebraska, December 14, 1999
On December 14, 1999 at about 3:10 pm local time, a Cessna 150B, registered N7339X, was substantially damaged in an accident near Omaha, Nebraska. 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
The pilots failure to use carburetor heat during takeoff in weather conducive for serious carburetor ice. Factors were the weather that was conducive for carburetor icing and the presence of the truck that the aircraft impacted.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 14, 1999 · about 3:10 pm local time
- Place
- Omaha, Nebraska
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150B · all 150Bs on the register
- Registration
- N7339X · registry record · serial 15059439
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft experienced an engine failure after departure. The certified flight instructor (CFI) executed a forced landing on a road where the aircraft wing contacted a semi-truck. A postaccident examination revealed no preexisting anomalies with respect to the aircraft or aircraft systems. The CFI reported no mechanical malfunction. A weather report stated a temperature of 32 degrees F., and a dewpoint of 28 degrees F. According to the carburetor icing chart by Transport Canada, the temperature and dewpoint at the time of the accident fall within the range of serious icing potential. FAA AC 20-113 states, 'When the relative humidity is above 50 percent and the temperature is below 70 degrees F., apply carburetor heat briefly immediately before takeoff, particularly with float type carburetors, to remove any ice which may have been accumulated during taxi and runup.'
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: 439 hours in all; 301 in this make and model; 118 in the last 90 days; 24 in the last 30 days; 358 as pilot in command; 15 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 9,454 hours
- Last inspection: annual inspection, December 1, 1999; 6 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: 3NO at 3:10 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 090° at 6 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 32°F (0°C), dew point 28°F (-2°C)
- Altimeter: 29.00 inHg
- Observation at 2:52 pm from OMA, 7 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.