Cessna 150 accident near Killeen, Texas, May 17, 2018
On May 17, 2018 at about 4:00 pm local time, a 1966 Cessna 150, registered N7750F, was substantially damaged in an accident during takeoff near Killeen, Texas (Skylark Field). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain adequate airspeed and his exceedance of the airplane’s critical angle of attack during a maximum performance takeoff, which resulted in an aerodynamic stall. Also causal was the pilot’s failure to use the appropriate flap setting in accordance with the manufacturer’s Maximum Performance Takeoff checklist.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 17, 2018 · about 4:00 pm local time
- Place
- Killeen, Texas · Skylark Field · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150 F, built 1966 · all 150s on the register
- Registration
- N7750F · no longer on the register · serial 15063850
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, during a max performance takeoff, he set the flaps to 10° and accelerated to 60 mph. He pulled back and pitched the airplane for Vx (best angle climb), 52 mph, to simulate an obstacle, and then pitched for Vy (best rate climb), 72 mph, where he observed that the airplane was descending. He pitched back to gain altitude but immediately heard the stall warning horn and felt a lack of responsiveness in the flight controls. He leveled the airplane to touch down on the remaining runway, but the right wing and right horizontal stabilizer impacted the runway. The airplane sustained substantial damage to the right wing and right horizontal stabilizer. The pilot reported that the cause of the accident was that the published Vx airspeed was below the stall speed. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation but that it was possible that the engine was not performing at optimal performance. The airplane owner's manual checklist titled "Maximum Performance Take-Off" stated: 1. Wing Flaps – Up. 2. Carburetor Heat – Cold. 3. Brakes – Hold. 4. Throttle – Full "OPEN." 5. Brakes – Release. 6. Elevator Control – Slightly tail low. 7. Climb Speed – 52 MPH (with obstacles head). The manual also stated: Normal and obstacle clearance take-offs are performed with flaps up. The use of 10° flaps will shorten the ground run approximately 10%, but this advantage is lost in the climb to a 50-foot obstacle. Therefore, the use of 10° flap is reserved for minimum ground runs or for take-off from soft or rough fields with no obstacles ahead.
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
What happened, in order
- Miscellaneous/other during takeoff defining event
- Aerodynamic stall/spin during takeoff
- Collision with terrain or object (not controlled flight into terrain) during takeoff
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Capability exceeded
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- cause Aircraft › Aircraft systems › Flight control system › TE flap control system › Incorrect use/operation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 492 hours in all; 60 in this make and model; 43 in the last 90 days; 20 in the last 30 days; 460 as pilot in command
- Last flight review: August 17, 2017
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, March 7, 2018
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor O-200 SERIES (piston); 2,603 hours total
The flight
- Departed from: ILE Killeen TX at 4:00 pm
- Destination: GPM Grand Prairie TX
- Flight plan: none
- Runway 01, 5,495 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 68°F (20°C)
- Altimeter: 29.93 inHg
- Observation at 3:56 pm from KILE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on August 9, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Owner's Manual Excerpt | PDF, 5 pages | View Download |
| 3 | Accident Photos | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.