Cessna 150F accident near Englewood, Florida, February 8, 2000
On February 8, 2000 at about 6:00 pm local time, a Cessna 150F, registered N6630F, was substantially damaged in an accident near Englewood, Florida (Buchan Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot to retract the flaps from the fully extended position following the last landing resulting in the failure to maintain airspeed and subsequent descent for a forced landing. A contributing factor in the accident was the pilot's disregard for the wind direction resulting in a 12 knot tailwind on departure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 8, 2000 · about 6:00 pm local time
- Place
- Englewood, Florida · Buchan Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150F · all 150Fs on the register
- Registration
- N6630F · no longer on the register · serial 15063230
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated after performing airwork he performed two or three full-stop landings and a go-around using runway 12; the wind at a nearby airport was recorded to be from 300 degrees at 12 knots. During the last landing he 'thinks' the flaps were fully extended then lowered 10 or 20 degrees of flaps for the planned short field takeoff from runway 12. He last recalled being at 300-400 feet and thought there was an engine malfunction due 'not good airspeed.' During the forced landing the airplane collided with a vehicle, then the ground. Postaccident, the flaps were fully extended; and were operational. By design, the flap selector requires a pilot to hold down or hold up to extend or retract the flaps respectively, to attain the desired position. The airplane owner's manual states flap deflections of 30 and 40 degrees are not recommended for takeoff. Sufficient quantity of uncontaminated fuel was found and no evidence of flight control or engine preimpact failure or malfunction found. The engine was overhauled approximately 1, 972 hours earlier. There were no reports of engine or airframe related discrepancies by a CFI and student who flew the airplane a day earlier.
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: private
- Ratings: single-engine land
- Flight time: 220 hours in all; 70 in the last 90 days; 40 in the last 30 days; 100 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,639 hours
- Last inspection: annual inspection, October 29, 1999; 57 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200A (piston); 0 hours total
The flight
- Departed from: VNC Venice FL at 5:15 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 300° at 12 knots
- Visibility: 10 statute miles
- Sky: scat at 9,500 ft
- Temperature: 66°F (19°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 6:01 pm from VNC, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.