Cessna 150G accident near Fort Scott, Kansas, June 25, 1999
On June 25, 1999 at about 5:05 pm local time, a Cessna 150G, registered N2263J, was substantially damaged in an accident near Fort Scott, Kansas (Fort Scott Municipal Arpt airport). 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 maintain directional control during the landing roll. A factor to the accident was the soft terrain condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 25, 1999 · about 5:05 pm local time
- Place
- Fort Scott, Kansas · Fort Scott Municipal Arpt · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150G · all 150Gs on the register
- Registration
- N2263J · registry record · serial 150-65463
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
On landing rollout the airplane veered to the left side of the runway. The pilot reported that the airplane departed the runway surface, the tires sunk into soft turf on the side of the runway, and the airplane nosed over coming to rest in an inverted position. Inspection of the runway surface revealed a single tire skid mark that initiated approximately 240 feet from the runway threshold, 10 feet left of the runway centerline, and followed a left curved path terminating approximately 465 feet from the runway threshold, 20 feet left of the runway edge. The tire skid mark was approximated 225 feet long. Inspection of the wreckage revealed no mechanical anomalies with the aircraft's control and the brake systems. Both main landing gear wheels were free moving and the brake system was exercised and operated without any anomalous behavior.
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; rotorcraft: helicopter
- Flight time: 655 hours in all; 25 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,518 hours
- Last inspection: annual inspection, January 17, 1999; 15 hours since
- Maximum gross weight: 1,756 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: BUM Butler MO at 4:30 pm
- Destination: FSK
- Flight plan: none
- Runway 17, 4,400 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 4:54 pm from CNU, 35 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.
Other NTSB records under N2263J the same tail number, which may have belonged to a different aircraft at the time
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.