Cessna 150F accident near Wilton, Arkansas, August 20, 1998
On August 20, 1998 at about 5:59 pm local time, a Cessna 150F, registered N7738F, was substantially damaged in an accident near Wilton, Arkansas (Garrison Private Airstrip airport). It was an aerial observation flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain minimum required airspeed for flight, which resulted in an inadvertent stall. Factors were the pilot's improper use of flaps during the takeoff climb and the high density altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 20, 1998 · about 5:59 pm local time
- Place
- Wilton, Arkansas · Garrison Private Airstrip · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150F · all 150Fs on the register
- Registration
- N7738F · no longer on the register · serial 15063838
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted the ground in a nose down attitude following a loss of control on takeoff. The passenger reported that the pilot 'pulled back [too] hard on the controls causing the airplane to stall.' He further reported that the takeoff roll on the 3,200-foot grass runway 'seemed a little long,' and the aircraft lifted off after about 1,500 feet. The climb appeared to be sluggish and the stall warning audio began to sound right after lift off. A witness reported that the engine was 'running good,' but the 'engine was not at a high rpm.' The witness also stated that the engine was not 'missing or sputtering,' but sounded as though 'it was in a strain, like a lawn mower in tall grass, pulling down.' The airplane's weight at takeoff was calculated at 1613.4 pounds. The maximum gross weight of the airplane is 1,600 pounds. Density altitude was calculated at 2,958 feet. At the accident site, continuity was established to all flight control surfaces. The flaps were found extended to 30 degrees. The manufacturer recommends the use of 10 degrees or less of flaps on takeoff.
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: single-engine land; instrument: airplane
- Flight time: 900 hours in all
- Medical certificate: Class 2 (expired)
- Seat: left
The aircraft
- Airframe total time: 2,619 hours
- Last inspection: annual inspection, November 13, 1997; 324 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: NONE at 5:59 pm
- Flight plan: none
- Runway 35, 3,200 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 9 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 5:53 pm from TXK, 18 miles away
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.