Cessna 150L accident near Udall, Kansas, July 23, 1999
On July 23, 1999 at about 10:30 pm local time, a Cessna 150L, registered N6726G, was substantially damaged in an accident near Udall, Kansas (Cherokee Strip Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of maintenance personnel to properly safety the aileron control cable during installation, the disconnected aileron control cable, and the unavailability of aileron control to the pilot.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 23, 1999 · about 10:30 pm local time
- Place
- Udall, Kansas · Cherokee Strip Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150L · all 150Ls on the register
- Registration
- N6726G · no longer on the register · serial 15072226
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Aileron control was lost on takeoff. The airplane impacted terrain during the subsequent landing. The pilot said 'all [of the aircraft] controls felt normal at the start of the takeoff roll.' The pilot stated 'after lift off the ailerons would not respond to control input.' The pilot stated that he then reduced power to idle and applied left rudder in an attempt to maintain a level attitude. The pilot stated that he was unable to keep the wings level and the aircraft rolled slowly to the right and the right wing contacted the ground. The pilot stated that 'the right wing always seemed heavy on this airplane.' A post accident examination of the aircraft was performed. The clevis bolt for the left aileron cable was not in place. No safety pin was located. There was scarring of the painted surface of the tubing forward of the clevis bolt location. No other anomalies were detected. The aileron cable had been replaced 14.5 operational hours prior to the accident 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: 1,428 hours in all; 147 in this make and model; 12 in the last 90 days; 1 in the last 30 days; 1,371 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,513 hours
- Last inspection: annual inspection, September 1, 1998; 150 hours since
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
The flight
- Departed from: 18KS at 10:30 pm
- Destination: K50 Derby KS
- Flight plan: none
- Runway 17, 2,500 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 9 knots
- Visibility: 10 statute miles
- Sky: scat at 6,000 ft
- Temperature: 99°F (37°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 10:56 pm from ICT, 23 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.