Cessna 150M accident near Eastland, Texas, December 27, 2006
On December 27, 2006, a Cessna 150M, registered N9364U, was substantially damaged in an accident near Eastland, Texas (Eastland Muni 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 partial loss of engine power for an undetermined reason during cruise flight, which resulted in a forced landing and an overrun. A factor associated with the accident was the pilot's misjudged distance/speed while landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 27, 2006
- Place
- Eastland, Texas · Eastland Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150M · all 150Ms on the register
- Registration
- N9364U · no longer on the register · serial 15078313
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot reported that during a cross-country flight, the engine rpm decreased and he applied carburetor heat. He kept the heat on for a period, and then turned it off after the rpm increased to 2500. The rpm dropped immediately to 1000 rpm, and went to 2000 rpm upon the reapplication of carburetor heat, but then decayed again. The pilot made an emergency landing at an airport, but overran the end of the runway and collided with trees. An inspection of the airplane by an FAA inspector disclosed that the carburetor heat control was not functioning properly, and that the engine fuel mixture arm was slipping on the mixture control cable. In his written report to the NTSB, the pilot indicated there were no mechanical issues with the airplane he was aware of that precipitated the accident. A carburetor icing probability chart indicated that temperature and humidity conditions in the vicinity of the accident were conducive to carburetor icing.
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: 116 hours in all; 78 in this make and model; 97 in the last 90 days; 41 in the last 30 days; 36 as pilot in command
- Last flight review: December 1, 2006
- Medical certificate: Class 1 (without waivers/limitations)
- Injury: no injuries
The aircraft
- Airframe total time: 8,377 hours
- Last inspection: annual inspection, October 1, 2006
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Teledyne Continental O-200-A (piston); 0 hours total
The flight
- Departed from: FTW Fort Worth TX at 11:30 pm
- Destination: ABI Abilene TX
- Flight plan: none
- Runway 35, 4,020 ft by 60 ft
Weather at the time
- Light: night
- Wind: from 180° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 41°F (5°C), dew point 30°F (-1°C)
- Altimeter: 29.84 inHg
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.