Cessna 150M accident near Ormond Beach, Florida, September 5, 2001
On September 5, 2001 at about 11:00 pm local time, a Cessna 150M, registered N704KK, was substantially damaged in an accident near Ormond Beach, Florida (Ormond Beach Municipal 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 landing flare/touchdown while attempting to make a soft field landing during a supervised solo flight which resulted in substantial damage to the aircraft
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 5, 2001 · about 11:00 pm local time
- Place
- Ormond Beach, Florida · Ormond Beach Municipal
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150M · all 150Ms on the register
- Registration
- N704KK · no longer on the register · serial 15078670
- 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 performing a soft field landing during a supervised solo flight, and she said that during the landing the aircraft bounced. She said she tried to recover by keeping the nose up, and then putting the nose down, but the aircraft bounced three times, and during the third bounce the nose came down, and the aircraft stopped. The flight instructor stated that he had showed the student soft field landings with both 20 and 40 degrees of flaps, and told her to perform them with 20 degrees of flaps, since he felt that she would not be able to handle the airplane with 40 degrees of flaps. The FAA inspector who conducted the postaccident examination of the aircraft said that during the landing, the landing gear failed, and was bent under the aircraft, bringing it to an abrupt halt. As a result, the firewall was damaged, and the forward fuselage wrinkled.
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: student
- Flight time: 45 hours in all; 43 in this make and model; 45 in the last 90 days; 45 in the last 30 days; 10 as pilot in command; 0 on instruments
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 11,582 hours
- Last inspection: 100-hour inspection, July 31, 2001; 73 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Teledyne Cont O-200-A (piston); 0 hours total
The flight
- Departed from: OMN Ormond Beach FL at 10:00 pm
- Flight plan: none
- Runway 17, 3,701 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 1,700 ft
- Temperature: 81°F (27°C), dew point 75°F (24°C)
- Altimeter: 30.04 inHg
- Observation at 10:53 pm from DAB, 10 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.
Other NTSB records under N704KK the same tail number, which may have belonged to a different aircraft at the time
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.