Cessna 150H accident near Ellenville, New York, August 7, 2022
On August 7, 2022 at about 1:35 pm local time, a 1968 Cessna 150H, registered N50439, was substantially damaged in an accident during landing near Ellenville, New York (Joseph Y Resnick 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
Both pilots’ decision to perform the takeoff near maximum gross weight with 10° of flaps, contrary to the owner’s manual procedure, which resulted in the airplane’s degraded climb performance approaching high terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 7, 2022 · about 1:35 pm local time
- Place
- Ellenville, New York · Joseph Y Resnick · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150H, built 1968 · all 150Hs on the register
- Registration
- N50439 · no longer on the register · serial 15069304
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot-rated passenger, who was accompanied by a commercial pilot, was performing the takeoff at near-maximum gross weight after purchasing the airplane. The pilot-rated passenger took off with 10° of flaps for “extra lift to get us away from the ground.” Both pilots reported that there was high terrain near the airport. The airplane lifted off with about 1,000 ft of runway remaining, climbed to about 100 ft above the runway, and then would no longer climb. The commercial pilot took control of the airplane and looked for a place to land. The stall warning horn sounded, so he lowered the nose to maintain flying airspeed. He maneuvered around some power lines, raised the flaps, and the airplane crashed onto a roadway. It came to rest on an embankment adjacent to the road and was substantially damaged. Postaccident examination of the wreckage, including a test run of the engine, revealed no evidence of a preexisting mechanical malfunction or anomaly. The owner’s manual for the airplane stated that normal and obstacle clearance takeoffs should be performed with flaps up. Use of 10° flaps will shorten the takeoff roll; however, that advantage is lost in the climb to a 50-ft obstacle. The manual further notes that use of 10° flaps should only be used for takeoffs with minimum ground runs or soft/rough fields with no obstacles ahead.
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
- Hard landing during landing defining event
- Miscellaneous/other during initial climb
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- Aircraft › Aircraft systems › Flight control system › TE flap control system › Incorrect use/operation
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Environmental issues › Physical environment › Terrain › Mountainous/hilly terrain › Effect on operation
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Other
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 920 hours in all; 6 in this make and model; 80 in the last 90 days; 4 in the last 30 days; 835 as pilot in command; 572 on instruments
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Pilot-Rated Passenger
- Certificate: private
- Ratings: single-engine land
- Flight time: 129 hours in all; 49 as pilot in command
- Medical certificate: None
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, August 1, 2022
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Destination: GEZ Shelbyville IN
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 210° at 8 knots, gusting 15
- Visibility: 10 statute miles
- Sky: broken clouds at 2,700 ft
- Temperature: 82°F (28°C), dew point 72°F (22°C)
- Altimeter: 30.16 inHg
- Observation at 9:54 am from MGJ, 14 miles away
Weather report (METAR): METAR KMGJ 071354Z AUTO 21008G15KT 10SM BKN027 28/22 A3016 RMK AO2 SLP211 T02830217 $
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on August 30, 2023. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 17 pages | View Download |
| 2 | Flight Planning Documents Provided by Pilot | PDF, 9 pages | View Download |
| 3 | NTSB Memorandum of Record - Textron Aircraft Performance Information | PDF, 2 pages | View Download |
| 4 | New York State Dmv Police Report | PDF, 3 pages | View Download |
| 5 | Excerpt - Aircraft Logbook | PDF, 1 page | View Download |
| 6 | Excerpt - Engine Logbook | PDF, 1 page | View Download |
| 7 | NTSB Examination Summary | PDF, 14 pages | View Download |
| 8 | Photo Array | PDF, 3 pages | View Download |
| 9 | Statement of Party Representatives to NTSB Investigation | PDF, 14 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.