Cessna 150M accident near S Padre Island, Texas, December 16, 1995
On December 16, 1995 at about 5:50 pm local time, a Cessna 150M, registered N3862V, was destroyed in an accident near S Padre Island, Texas. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
VFR flight by the pilot into instrument meteorological conditions (IMC), and his failure to maintain sufficient altitude (or clearance) above the surface of the water. Factors relating to the accident were: the adverse weather conditions (low ceiling and fog), and the pilot's lack of instrument experience.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 16, 1995 · about 5:50 pm local time
- Place
- S Padre Island, Texas · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 150M · all 150Ms on the register
- Registration
- N3862V · registry record · serial 15076639
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The non-instrument rated private pilot had accumulated a total of 215 hours of which 3.4 hours were simulated instrument time. The last simulated instrument time recorded was April 24, 1993. Witnesses observed the airplane descend out of the 'broken fog' at approximately 500-550 feet above the water. They reported that the airplane circled (360 degrees) as though trying to 'avoid flying into the fog.' As the airplane turned toward a southerly direction, it began a gentle descent and slight left turn as it disappeared below their line of sight. The witnesses reported the engine was 'running fine.' Another witness heard an explosion, and when he looked in the direction of the sound he saw what he thought was a boat breaking up and sinking. The witness proceeded to the area to search for survivors and recovered a wheel that was later identified as belonging to the accident airplane. The wreckage was located approximately 300 yards east of the Port Isabel north jetty. The Coast Guard transported divers to the site to search for survivors. The Coast Guard also dispatched a helicopter. However, it was unable to conduct a visual search due to fog.
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
- Flight time: 215 hours in all; 130 in this make and model; 3 in the last 90 days; 189 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: HRL Harlingen TX at 5:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 170° at 20 knots
- Visibility: 0.8 statute miles
- Temperature: 0°F (-18°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.