Cessna 150L accident near Lusby, Maryland, July 23, 2001
On July 23, 2001 at about 10:30 pm local time, a Cessna 150L, registered N21964, was substantially damaged in an accident near Lusby, Maryland (Saint Mary'S Airport). 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 student pilot's improper use of carburetor heat.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 23, 2001 · about 10:30 pm local time
- Place
- Lusby, Maryland · Saint Mary'S Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150L · all 150Ls on the register
- Registration
- N21964 · registry record · serial 150-74572
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot was maneuvering during a solo flight on a warm, humid day. He performed steep turns, and climbs and descents to maintain cloud clearance. He described numerous power changes, and intermittent use of carburetor heat. The airplane experienced a partial loss of engine power, and the student pilot tried various combinations of throttle, mixture and carburetor heat to restore engine power. The student pilot said, "I pulled the carburetor heat all the way on, and it started to run real rough, so I pushed it back in." Engine power continued to decrease, but the engine continued to run at idle power until the airplane contacted trees during the forced landing. Examination of the engine after the accident revealed that the power controls were attached and intact, and that the throttle, mixture, and carburetor heat controls all operated throughout their respective ranges without binding. A small fuel can was plumbed into the fuel system, and the engine started and ran on the airframe without interruption. Interpolation of an FAA Icing Probability Chart revealed that atmospheric conditions at the time of the accident were conducive to serious icing at glide power.
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
Dual student
- Certificate: student
- Flight time: 108 hours in all; 108 in this make and model; 15 in the last 90 days; 8 in the last 30 days; 27 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 8,719 hours
- Last inspection: 100-hour inspection, June 5, 2001; 82.4 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-200-A (piston); 0 hours total
The flight
- Departed from: 2W6 California MD at 9:15 pm
- Flight plan: none
- Runway 11, 4,150 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 9 knots
- Visibility: 6 statute miles
- Sky: scat at 5,000 ft
- Temperature: 82°F (28°C), dew point 73°F (23°C)
- Altimeter: 29.98 inHg
- Observation at 10:55 pm from NHK, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.