Cessna 150 accident near Andover, Minnesota, July 8, 1994
On July 8, 1994 at about 1:15 pm local time, a Cessna 150, registered N9284U, was substantially damaged in an accident near Andover, Minnesota. 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 flight instructor's improper procedures and directives by electing to pull the mixture control to the 'off' position during simulated emergency procedures. A factor associated with the accident is the existence of weather conditions conducive to carburetor icing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 8, 1994 · about 1:15 pm local time
- Place
- Andover, Minnesota · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150 · all 150s on the register
- Registration
- N9284U · no longer on the register · serial 15078234
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLIGHT INSTRUCTOR AND PRIVATE PILOT WERE PRACTICING EMERGENCY PROCEDURES WHILE ON A BIENNIAL FLIGHT REVIEW. THE INSTRUCTOR REPORTED THAT HE INITIALLY REDUCED THE THROTTLE TO SIMULATE A ROUGH ENGINE, AND THEN PULLED THE MIXTURE OUT (TO THE 'OFF' POSITION)TO SIMULATE AN ENGINE FAILURE. THE PRIVATE PILOT SUBSEQUENTLY PULLED CARBURETOR HEAT TO 'ON' AND PERFORMED OTHER EMERGENCY PROCEDURES. THE INSTRUCTOR WAS SATISFIED WITH THE PILOT'S RESPONSE, AND TOLD HIM TO RESTORE THE ENGINE POWER. THE ENGINE DID NOT REGAIN POWER WHEN THE MIXTURE WAS PUSHED IN. THE INSTRUCTOR MADE AN EMERGENCY LANDING ON A NEARBY LAWN/FIELD, STRIKING OBSTRUCTIONS DURING THE LANDING ROLL. THE REPORTED TEMPERATURE IN THE AREA AT THE TIME OF THE ACCIDENT WAS 61 DEGREES AND THE DEW POINT WAS 59 DEGREES. THESE TEMPERATURES FALL WITHIN THE SEVERE ICING RANGE ON A CARBURETOR PROBABILITY CHART. THE AIRPLANE'S ENGINE WAS STARTED AND RUN AT THE ACCIDENT SITE WITHOUT ANY OBSERVED MECHANICAL DEFICIENCIES.
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: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 14,000 hours in all; 400 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 13,394 as pilot in command; 500 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: annual inspection, November 16, 1993
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
- Operator: Flywell Flying Club INC.
The flight
- Departed from: ANE Anoka MN at 1:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 200° at 10 knots
- Visibility: 12 statute miles
- Sky: overcast at 2,300 ft
- Temperature: 63°F (17°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 1:45 pm from STP, 13 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.