Cessna 150J accident near Minden, Louisiana, June 20, 1989
On June 20, 1989 at about 1:59 pm local time, a Cessna 150J, registered N60625, was destroyed in an accident near Minden, Louisiana. It was a ferry flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE LOSS OF ENGINE POWER DUE TO IMPROPER MAINTENANCE PERFORMED DURING AN ANNUAL INSPECTION 1.6 FLYING HOURS PRIOR TO THE ACCIDENT WHICH RESULTED IN THE MIXTURE CONTROL BECOMING DISCONNECTED.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 20, 1989 · about 1:59 pm local time
- Place
- Minden, Louisiana · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150J · all 150Js on the register
- Registration
- N60625 · no longer on the register · serial 15070457
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRPLANE HAD JUST BEEN PURCHASED AND WAS BEING FERRIED TO A NEW LOCATION. THE PILOT SAID HE HAD LEVELED OFF AT 3,500 FEET, AND WAS ATTEMPTING TO LEAN THE FUEL MIXTURE, BUT THE ENGINE STARTED RUNNING ROUGH. HE PLACED THE MIXTURE CONTROL BACK TO FULL RICH AND THE ENGINE SMOOTHED OUT, SO HE DECIDED TO FLY THE REMAINDER OF THE FLIGHT IN FULL RICH. HE SAID THE ENGINE RAN GOOD FOR FIVE MINUTES, THEN THE RPM STARTED TO FALL FROM 2,400 TO 1,500, AND HE WAS UNABLE TO MAINTAIN ALTITUDE AND AIRSPEED. ATC FURNISHED VECTORS TOWARD THE NEAREST AIRPORT, BUT THE ENGINE QUIT COMPLETELY AND THE PILOT HAD TO MAKE A FORCED LANDING IN A HEAVILY WOODED AREA. POST ACCIDENT INVESTIGATION REVEALED THAT THE MIXTURE CONTROL HOUSING, AT THE CARBURETOR, HAD SLIPPED FROM THE ATTACHMENT CLAMP. THE MIXTURE CONTROL ARM WAS FOUND IN CUTOFF AND IT WAS FOUND THAT IT WOULD NOT MOVE OUT OF CUTOFF, DESPITE THE POSITION OF THE MIXTURE CONTROL IN THE COCKPIT. IT COULD BE MOVED MANUALLY, AT THE CARBURETOR. THE ACFT HAD AN ANNUAL UNSPECTION 1.6 HOURS BEFORE THE ACCIDENT.
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: airline transport pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 9,000 hours in all; 250 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 8,000 as pilot in command; 4,000 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,709 hours
- Last inspection: annual inspection, May 21, 1989; 2 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: DTN Shreveport LA at 1:20 pm
- Destination: GNV Greenville MS
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.