Cessna 150L accident near Norman, Oklahoma, October 26, 1995
On October 26, 1995 at about 4:55 pm local time, a Cessna 150L, registered N5350Q, was substantially damaged in an accident near Norman, Oklahoma (Univ Of Okla Westheimer airport). It was an instructional 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 STUDENT PILOT'S IMPROPER RECOVERY FROM A BOUNCED LANDING AND THE FLIGHT INSTRUCTOR'S INADEQUATE SUPERVISION OF THE FLIGHT. FACTORS WERE THE GUSTY WIND CONDITIONS AND THE STUDENT PILOT'S FAILURE TO OBTAIN AND MAINTAIN PROPER COMPENSATION FOR THE WIND CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 26, 1995 · about 4:55 pm local time
- Place
- Norman, Oklahoma · Univ Of Okla Westheimer · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150L · all 150Ls on the register
- Registration
- N5350Q · no longer on the register · serial 15073250
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER A LOCAL TRAINING FLIGHT, THE STUDENT PILOT MADE THE LANDING APPROACH UNDER THE DIRECTION OF THE FLIGHT INSTRUCTOR. AS THE AIRPLANE CROSSED THE RUNWAY THRESHOLD, THE DESCENT RATE INCREASED. THE STUDENT WAS TOLD TO 'ADD A LITTLE POWER' TO ARREST THE SINK RATE AND LEVEL OFF TO DISSIPATE EXCESS AIRSPEED BEFORE INITIATING THE FLARE. THE STUDENT 'DID NOT SEEM TO ADD ENOUGH POWER' AND BEFORE THE INSTRUCTOR COULD REACT, THE AIRPLANE STRUCK THE RUNWAY AND BOUNCED BACK INTO THE AIR. THE RIGHT WING 'SEEMED TO BE GETTING LIFTED BY A GUST OF WIND' AND THE AIRPLANE BANKED TO THE LEFT. FULL RIGHT AILERON WAS APPLIED BUT THE AIRPLANE CONTINUED BANKING LEFT. THE LEFT WING THEN STRUCK THE GROUND AND THE AIRPLANE NOSED OVER.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 280 hours in all; 100 in this make and model; 10 in the last 90 days; 250 as pilot in command; 10 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,683 hours
- Last inspection: annual inspection, October 18, 1995; 20 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: OUN at 3:45 pm
- Flight plan: none
- Runway 21, 4,750 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 200° at 18 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 4:56 pm from OKC, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.