Cessna 150L accident near Sikeston, Missouri, April 9, 1996
On April 9, 1996 at about 10:00 pm local time, a Cessna 150L, registered N6689G, was substantially damaged in an accident near Sikeston, Missouri (Sikeston Memorial airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's delay in applying carburetor heat, which resulted in carburetor icing and subsequent loss of engine power. Factors relating to the accident were: carburetor icing (weather) conditions, and the pilot's lack of recent experience in the make and model of airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 9, 1996 · about 10:00 pm local time
- Place
- Sikeston, Missouri · Sikeston Memorial · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150L · all 150Ls on the register
- Registration
- N6689G · no longer on the register · serial 15072189
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said he reduced power opposite the approach end of the runway. After retarding the throttle, he applied carburetor heat. The pilot said he made a shallow banked turn onto base leg after the airplane had decelerated from 90 to 70 KIAS. The airplane's propeller stopped rotating as the pilot made a shallow banked turn onto final approach. The pilot made a forced landing about 2,000 feet short of the runway. During the landing, the airplane nosed over and was damaged. The pilot said that he normally flew an airplane with a fuel injected engine that did not have carburetor heat. During a discussion with the IIC, the pilot said the engine may have stopped because of carburetor ice. He said he could not recall how much time had elapsed between the time he reduced power and applied carburetor heat. The before landing checklist in the pilot operating handbook stated: 'Mixture--Rich, Carburetor Heat-- Apply full heat before closing throttle.' About 20 miles north-northeast at Cape Girardeau, Mo, the temperature and dew point were 56 and 23 degrees, respectively. An icing probibility chart showed that the potential for carburetor icing existed during gliding or cruise flight.
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: private
- Ratings: single-engine land
- Flight time: 248 hours in all; 44 in this make and model; 202 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,037 hours
- Last inspection: annual inspection, October 28, 1995; 80 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: SIK at 9:45 pm
- Flight plan: none
- Runway 2, 5,530 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 10 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 23°F (-5°C)
- Altimeter: 30.00 inHg
- Observation at 9:50 pm from CGI, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.