Cessna 150 accident near Everett, Washington, July 22, 2018
On July 22, 2018 at about 1:55 am local time, a 1975 Cessna 150, registered N45586, was substantially damaged in an accident during approach (VFR pattern final) near Everett, Washington (Snohomish County (Paine Fld) airport). It was a personal 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
A total loss of engine power due to carburetor icing during final approach, which resulted in a hard landing short of the runway and the nose landing gear collapsing.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 22, 2018 · about 1:55 am local time · cases in 2018
- Place
- Everett, Washington · Snohomish County (Paine Fld) · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150 M, built 1975 · all 150s on the register
- Registration
- N45586 · registry record · serial 15076982
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, during final approach, the engine sputtered and then lost all power. The airplane landed short of the runway on the threshold, and the nose landing gear collapsed. The airplane sustained substantial damage to the engine truss and mount. Postaccident examination by a Federal Aviation Administration inspector revealed no evidence of preaccident mechanical malfunctions or failures that would have precluded normal operation. A photograph provided by the inspector showed no damage to the propeller, which is consistent with the engine not producing power at the time of impact. The inspector reported that fuel was present in the tanks, that the gascolator screen was found clear of debris, and that he suspected carburetor ice was responsible for the loss of engine power. The airport's automated weather observation station reported that, about the time of the accident, the wind was from 310° at 7 knots, the temperature was 72°F, and the dew point was 48°F. The atmospheric conditions were favorable for serious carburetor icing at descent power setting.
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
- Loss of engine power (total) during approach (VFR pattern final) defining event
- Landing gear collapse during landing
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on operation
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 255 hours in all; 151 in this make and model
- Last flight review: December 27, 2017
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,601 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 SERIES (piston); 0 hours total
The flight
- Departed from: PAE Everett WA at 11:00 pm
- Destination: PAE Everett WA
- Flight plan: VFR
- Runway 34R, 3,004 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 48°F (9°C)
- Altimeter: 30.18 inHg
- Observation at 1:53 am from KPAE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 2 pictures from the NTSB's docket, as the NTSB released them
Photo 1 – View of damaged engine truss and mount
Photo 2 – View of propeller and damaged nose landing gearThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on December 5, 2019. 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 | Record of Conversation - Pilot | PDF, 1 page | View Download |
| 2 | Record of Conversation - FAA | PDF, 1 page | View Download |
| 3 | Accident Photos | PDF, 2 pages · our copy | View Download |
| 4 | Carburetor Icing Probability Chart | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N45586 on the register today · the tail number may have moved to another aircraft since
- Cessna 150 7,992 registered today · the model family and its accident history
- Cessna 72,678 aircraft on the register
- Engine: Continental O-200 SERIES 8,790 aircraft carry this series today · as the NTSB recorded it
- Seattle Paine Field International · nearest airport
- Accidents and incidents in Washington 2,713 since 1982 · 361 in the last ten years
- Washington 10,664 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/GAA18CA519.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.