Cessna 150K accident near Cape Coral, Florida, December 17, 2006
On December 17, 2006 at about 11:15 am local time, a Cessna 150K, registered N6069G, was substantially damaged in an accident near Cape Coral, Florida. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's in-flight encounter with carburetor ice and inadequate remedial action which resulted in the engine ceasing to operate and a forced landing and damage to the airplane during the landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 17, 2006 · about 11:15 am local time
- Place
- Cape Coral, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 150K · all 150Ks on the register
- Registration
- N6069G · no longer on the register · serial 15071569
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that a few minutes after departing, while at 1,000 feet over the city of Cape Coral, Florida, he said he set the throttle to a cruise RPM of 2300, and within about a half minute the engine RPMs dropped to idle RPM. He said he activated the carburetor heat control and a few minutes later the engine ceased operating. He said he attempted to restart the engine, but it would not start, so he made a forced landing on the northbound lanes of a 4-laned street. During the landing rollout the right wing struck two road signs and the airplane veered, incurring damage. The 0630, Fort Myers (FMY), Florida, surface weather observation showed that the visibility was 1 and 3/4 statute miles, and the ceiling as 600 overcast. FAA records showed that the private-rated pilot/owner of the accident airplane did not possess an instrument rating. An FAA maintenance inspector responded to the accident scene, removed the engine cowling, and conducted an examination of the airplane. No anomalies were noted. In addition an FAA licensed mechanic conducted a detailed engine examination under FAA supervision, and no anomalies were noted. Review of carburetor icing probability charts show that at the time of the engine failure the flight was operating in conditions conductive to moderate icing during cruise power settings and serious icing during glide/descent power settings.
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: 188 hours in all; 182 in this make and model; 7 in the last 90 days; 118 as pilot in command
- Last flight review: September 1, 2005
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,611 hours
- Last inspection: annual inspection, April 1, 2006; 42 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: FMY Fort Myers FL at 11:05 am
- Destination: OCF Ocala FL
- Flight plan: none
Weather at the time
- Light: night
- Wind: from 080° at 5 knots
- Visibility: 1.8 statute miles
- Sky: overcast at 600 ft; clear
- Temperature: 66°F (19°C), dew point 64°F (18°C)
- Altimeter: 30.12 inHg
- Observation at 10:00 am from FMY, 5 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.
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.