Cessna 150L accident near Bryan, Texas, August 2, 1999
On August 2, 1999, a Cessna 150L, registered N444UF, was substantially damaged in an accident near Bryan, Texas (Coulter Field Airport). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight instructor's inadvertent stall while performing an evasive maneuver to avoid colliding with powerlines.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 2, 1999
- Place
- Bryan, Texas · Coulter Field Airport
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150L · all 150Ls on the register
- Registration
- N444UF · no longer on the register · serial 150-75192
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During an instructional flight, the airplane stalled after the 750-hour flight instructor performed an abrupt pull-up to avoid colliding with powerlines while maneuvering. Witnesses at the airport reported that the airplane had been operating in the closed traffic pattern, performing touch-and-go landings on runway 14. They added that they heard the engine power being reduced from full power to idle and observed the airplane make a left turn and descend toward the south end of the airport. Instead of making a right turn for a downwind landing on 32, the airplane continued straight ahead, crossing perpendicular to the runway. The witnesses then heard an increase in engine power and observed the airplane enter a climb. The 15-hour student pilot receiving instruction told a witness that he saw the powerlines crossing their flight path, and 'they pulled up hard and barely missed them.' The witnesses reported that after clearing the powerlines, 'the left wing of the airplane dropped and the airplane appeared to stall and spin toward the ground.'
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; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 750 hours in all; 240 in this make and model; 200 in the last 90 days; 100 in the last 30 days; 620 as pilot in command; 350 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
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
- Operator: United Flight Systems INC.
The flight
- Departed from: CLL College Station TX
- Flight plan: none
- Runway 14, 4,000 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 88°F (31°C)
- Altimeter: 29.00 inHg
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.