Cessna 150L accident near Woodland, Washington, September 23, 2007
On September 23, 2007 at about 11:15 pm local time, a Cessna 150L, registered N19298, was substantially damaged in an accident near Woodland, Washington (Woodland State Airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a partial loss of engine power due to carburetor icing conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 23, 2007 · about 11:15 pm local time
- Place
- Woodland, Washington · Woodland State Airport
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150L · all 150Ls on the register
- Registration
- N19298 · registry record · serial 15074316
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor noticed the engine was losing power and turned on the carburetor heat and increased the throttle to full power. After 30 seconds, there was no increase in engine performance and the instructor decided to conduct a forced landing into a field. Upon landing in the soft field, the nose gear collapsed and the airplane came to rest on its nose. The instructor reported no mechanical malfunctions with the airframe or engine and said she suspected carburetor ice. The instructor reported a broken layer of clouds at 2,800 feet msl. Also, she noted at 2,000 msl, the temperature was 60 degrees Fahrenheit with a relative humidity between 55 to 59 percent. The closest weather reporting station was noting a surface temperature of 66 degrees and a dew point of 41 degrees. According to a carburetor icing probability chart, these conditions were conducive for moderate icing at cruise power and serious icing at descent 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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,600 hours in all; 200 in this make and model; 65 in the last 90 days; 28 in the last 30 days
- Last flight review: April 1, 2006
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
The flight
- Departed from: VUO Pearson WA at 10:45 pm
- Destination: VUO Pearson WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 7,000 ft; clear
- Temperature: 66°F (19°C), dew point 41°F (5°C)
- Altimeter: 30.12 inHg
- Observation at 10:53 pm from VUO, 10 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.