Cessna 150F accident near Greenfld Twnshp, Pennsylvania, August 10, 1996
On August 10, 1996 at about 3:01 pm local time, a Cessna 150F, registered N6984F, was destroyed in an accident near Greenfld Twnshp, Pennsylvania. It was an instructional flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
loss of engine power for undetermined reason(s). A high obstruction in the forced landing area 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
- August 10, 1996 · about 3:01 pm local time
- Place
- Greenfld Twnshp, Pennsylvania · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150F · all 150Fs on the register
- Registration
- N6984F · no longer on the register · serial 15063584
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor (CFI) and student discussed a preparatory flight for the student's upcoming check flight. The accident site was where the flight instructor flew his students to practice maneuvering with the airplane. A witness on the ground stated that he was in a field when he heard an airplane coming from behind. He turned, then observed the airplane fly overhead. Once past him, the witness noted that the airplane engine sound seemed to go to a steady state. The witness stated that the airplane went out of his view, and he did not see the airplane hit the ground. The airplane cleared a set of residential power lines and impacted in a grassy, rough pasture. Ground scars showed that the airplane traveled about 60 feet from the initial impact point, coming to rest in an inverted position facing the direction of the ground scars. The wreckage showed that the airplane impacted the ground in a nose low, right wing down attitude. The temperature and dew point were reported to be 70 and 58 deg, respectively. According to icing probability charts, conditions were conducive to carburetor ice; however, carburetor icing was not verified.
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: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 275 hours in all; 19 in the last 90 days; 10 in the last 30 days; 190 as pilot in command; 10 on instruments
- Medical certificate: Unknown
- Seat: rgt
The aircraft
- Last inspection: 100-hour inspection, June 17, 1996; 54 hours since
- Maximum gross weight: 1,600 lb
- Seats: 0
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
The flight
- Departed from: PA08 North East PA at 2:20 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 330° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 2:54 pm from KER, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.