Morrisey 2150A accident near Cambridge, Maryland, May 21, 2011
On May 21, 2011 at about 5:30 pm local time, a Morrisey 2150A, registered N5122V, was substantially damaged in an accident during landing (landing roll) near Cambridge, Maryland (Horn Point Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's loss of directional control during landing on a soft, turf runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 21, 2011 · about 5:30 pm local time
- Place
- Cambridge, Maryland · Horn Point Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Morrisey 2150A · all 2150As on the register
- Registration
- N5122V · no longer on the register · serial SP-18
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he landed on a soft, turf runway. During the landing roll, the airplane veered to the right and struck a tree. The airplane sustained substantial damage to the right wing and fuselage. A postaccident examination of the airplane did not disclose any evidence of a mechanical malfunction. The pilot stated that the recent rains had made the turf runway soft.
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
What happened, in order
- Loss of control on ground during landing (landing roll) defining event
- Runway excursion during landing (landing roll)
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- Environmental issues › Physical environment › Runway/land/takeoff/taxi surfa › Soft › Awareness of condition
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 3,000 hours in all; 18 in this make and model; 5 in the last 90 days; 4 in the last 30 days; 3,000 as pilot in command
- Last flight review: July 25, 2009
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 2,218 hours
- Last inspection: annual inspection, January 16, 2011
- Maximum gross weight: 1,817 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B1A (piston); 0 hours total
The flight
- Departed from: W73 Fairfield PA at 3:00 pm
- Destination: MD18 Cambridge MD
- Flight plan: none
- Runway 27, 2,650 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 57°F (14°C)
- Altimeter: 29.98 inHg
- Observation at 5:34 pm from CGE, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.