Cessna 150L accident near Philippi, West Virginia, July 25, 1996
On July 25, 1996 at about 11:48 pm local time, a Cessna 150L, registered N21953, was destroyed in an accident near Philippi, West Virginia. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's impairment of judgment and performance due to alcohol, his resultant improper planning/decision, and his failure to maintain sufficient altitude/clearance from trees, while maneuvering at low altitude. Intentional maneuvering at low altitude was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 25, 1996 · about 11:48 pm local time
- Place
- Philippi, West Virginia · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150L · all 150Ls on the register
- Registration
- N21953 · registry record · serial 15074564
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness stated that she saw the pilot taxi up, get out of the airplane, and asked for fuel. She stated that she thought she had noted a smell of alcohol on his breath, but was not sure. As the pilot was leaving, the witness told the pilot that the nose tire looked as if it was flat, but the pilot appeared to ignored her. Also, another witness at the airport wondered if the pilot had been drinking. One of the witnesses stated that on takeoff, the nose of the airplane seemed excessively high. Both witnesses thought the airplane was going to stall. Minutes later, witnesses saw the airplane flying low over the pilot's son's house. After making one pass and returning, witnesses stated that they saw the airplane impact the top of a tree, fly out of sight, and then heard the sound of an impact. The son arrived on scene, removed the pilot from the wreckage, and attempted CPR, but to no avail. Toxicology tests showed the pilot's blood and urine had alcohol levels of 123 mg/dl and 206 mg/dl, respectively.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 4,000 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,806 hours
- Last inspection: annual inspection, July 26, 1995; 21 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: 4G7 Fairmont WV at 11:00 pm
- Destination: 79D WV
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 210° at 6 knots
- Visibility: 6 statute miles
- Sky: overcast at 10,000 ft; scat at 3,000 ft
- Temperature: 73°F (23°C), dew point 66°F (19°C)
- Altimeter: 29.00 inHg
- Observation at 11:45 pm from CKB
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.