Cessna 150M accident near Elizabethtown, Kentucky, July 20, 2011
On July 20, 2011 at about 6:30 pm local time, a Cessna 150M, registered N8576U, was substantially damaged in an accident during initial climb near Elizabethtown, Kentucky (Addington Field). It was a banner-towing 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
A total loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 20, 2011 · about 6:30 pm local time
- Place
- Elizabethtown, Kentucky · Addington Field · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150M · all 150Ms on the register
- Registration
- N8576U · no longer on the register · serial 15077953
- Damage
- Substantial damage
- Flight
- Banner-towing flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was attempting to pick up a banner when the engine lost power and the airplane stalled. The pilot partially recovered from the stall; however, the left wing struck the ground and the airplane collided with a ditch. The wings and fuselage received substantial damage. A postaccident examination of the airframe and engine revealed no evidence of a mechanical malfunction. At the time of the accident, the airplane was not being operated in conditions conducive to carburetor icing. The reason for the power loss could not be determined.
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 engine power (total) during initial climb defining event
- Aerodynamic stall/spin during initial climb
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- cause Aircraft › Aircraft systems › (general) › (general) › Failure
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,664 hours in all; 1,800 in this make and model; 108 in the last 90 days; 41 in the last 30 days; 2,600 as pilot in command
- Last flight review: August 10, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 7,038 hours
- Last inspection: 100-hour inspection, May 9, 2011; 5 hours since
- Maximum gross weight: 1,760 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 0 hours total
- Operator: Pro Air Enterprises INC
The flight
- Departed from: EKX Elizabethtown KY
- Destination: LOU Louisville KY
- Flight plan: none
- Runway 23, 6,001 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 7,500 ft
- Temperature: 93°F (34°C), dew point 82°F (28°C)
- Altimeter: 29.92 inHg
- Observation at 6:55 pm from FTK, 12 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.