Cessna 150L accident near Nashville, Arkansas, October 1, 2000
On October 1, 2000 at about 9:00 pm local time, a Cessna 150L, registered N11390, was substantially damaged in an accident near Nashville, Arkansas (Nashville Howard County 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 failure to refuel resulting in loss of engine power due to fuel exhaustion. A factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 1, 2000 · about 9:00 pm local time
- Place
- Nashville, Arkansas · Nashville Howard County · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150L · all 150Ls on the register
- Registration
- N11390 · registry record · serial 15075379
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the takeoff, the single-engine airplane 'began to run rough for a few minutes.' The pilot landed the airplane at the airport, taxied to the ramp area, and conducted a ground run of the airplane. No discrepancies were noted during the ground run, and the pilot performed the second takeoff. During that takeoff/initial climb, approximately 400 feet agl, the engine began to run rough and then stopped completely. The pilot landed the airplane in a field adjacent to the airport, and during the landing roll, the airplane struck a terrace, collapsed the nose landing gear, nosed over and came to rest inverted. The operator reported an accumulated flight time of 3 hours since the last known refueling. The pilot/operator estimated the fuel at the last takeoff was 8 gallons. No evidence of fuel was found at the accident site or in the airplane. The integrity of the fuel system was not compromised. No discrepancies were noted during the 17-minute post-accident engine run.
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; instrument: airplane
- Flight time: 271 hours in all; 70 in this make and model; 2 in the last 90 days; 2 in the last 30 days; 187 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,195 hours
- Last inspection: annual inspection, September 20, 2000; 28 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: M77 at 9:00 pm
- Destination: HOT Hot Springs AR
- Flight plan: none
- Runway 19, 3,660 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 8:53 pm from TXK, 31 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.