Cessna 150J accident near Justin, Texas, August 10, 1984
On August 10, 1984 at about 1:30 pm local time, a Cessna 150J, registered N60660, was destroyed in an accident near Justin, Texas. It was an instructional flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 10, 1984 · about 1:30 pm local time
- Place
- Justin, Texas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150J · all 150Js on the register
- Registration
- N60660 · registry record · serial 15070484
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT COLLIDED WITH A POWER LINE AND NOSED OVER DURING AN ATTEMPT TO RECOVER FROM A SIMULATED FORCED LANDING. THE CFIREPORTEDLY 'CLEARED' THE ENGINE DURING THE APPROACH BUT WHEN SHE TOOK OVER AND ADDED POWER TO CLIMB SHE CLAIMED THE ENGINE DID NOT FULLY RESPOND. SHE WAS UNABLE TO CLEAR A POWER LINE, WHICH HAD REMAINED UNSEEN ON THE APPROACH, AND THE POWERLINES SLIGHT CONTACT WITH THE LANDING GEAR 'TRIPPED' THE ACFT INTO A 'HEAVY' LANDING WHICH COLLAPSED THE NOSE GEAR AND THE ACFT NOSED OVER. THE ACFT ENGINE HAD JUST BEEN ADJUSTED TO A LOWER IDLE SPEED PRIOR TO THIS FLT PER THE CFIS REQUEST. THE MECHANIC SAID THE ENGINE WAS 'WARM' DURING THE IDLE ADJUSTMENT. DURING POST ACCIDENT EXAM THE COMPRESSION ON CYLINDERS #1 & #4 WAS VERY WEAK AND THEY WERE STAKED TO GET AN IMPROVEMENT. THE LOWER PLUGS WERE NOTED TO BE COATED WITH BLACK OIL. THE MAGS CHECKED AS NORMAL.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane; rotorcraft: glider; rotorcraft: gyroplane; rotorcraft: helicopter
- Flight time: 31,000 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,416 hours
- Last inspection: annual inspection, August 20, 1983; 106 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: 52F Roanoke TX
- Flight plan: none
- Runway 5
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 045° at 5 knots
- Visibility: 8 statute miles
- Sky: scat at 10,000 ft
- Temperature: 79°F (26°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 1:00 pm from FTW, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.