Cessna A150M accident near Cumberland, Indiana, June 23, 1997
On June 23, 1997 at about 11:30 pm local time, a Cessna A150M, registered N9842J, was substantially damaged in an accident near Cumberland, Indiana. It was a personal 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 pilot's failure to use (or improper use of) carburetor heat. Factors associated with the accident were: carburetor icing (weather) conditions, and the lack of airspeed (or altitude) to clear an obstruction (barn) without stalling the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 23, 1997 · about 11:30 pm local time
- Place
- Cumberland, Indiana · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A150M · all A150Ms on the register
- Registration
- N9842J · no longer on the register · serial A1500651
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot noticed the engine wasn't producing '...sufficient power to sustain flight' during the initial climb after takeoff. He said the engine was running rough during the climb. Also, he said the airplane stalled and rolled to the left shortly after he applied elevator back pressure to avoid a barn in front of the airplane. The airplane collided with the ground in a nose low attitude, while in a shallow left bank. An on-scene investigation revealed no mechanical anomaly with the airframe or engine that would have prevented normal flight. The throttle was found in the 'FULL' power position, and the carburetor heat was in the 'OFF' position. The temperature (80 degrees F) and dew point (70 degrees F) were conducive to carburetor icing. The carburetor throat and 2 spark plugs were sooted.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,506 hours in all; 125 in this make and model; 136 in the last 90 days; 49 in the last 30 days; 1,021 as pilot in command; 345 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, May 1, 1996
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: RLA
- Destination: RLA
- Flight plan: not recorded
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 25,000 ft
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 10:56 pm from IND, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.