Cessna 150L accident near Ormond Beach, Florida, July 24, 1999
On July 24, 1999 at about 7:25 am local time, a Cessna 150L, registered N19222, was substantially damaged in an accident near Ormond Beach, Florida (Ormond Beach airport). 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
a loss of engine power due to a stuck exhaust valve which resulted in a forced landing, the subsequent impact with the ground, and nose over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 24, 1999 · about 7:25 am local time
- Place
- Ormond Beach, Florida · Ormond Beach
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150L · all 150Ls on the register
- Registration
- N19222 · no longer on the register · serial 15074249
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
At 0324, a 'MAYDAY' call was made by one of the two pilots. The flight had been flying for an unknown period of time, and was in the traffic pattern when the airplane's engine lost power. The pilot put the airplane down on a road adjacent to a mall about 1/2 mile southwest of the airport. The airplane impacted the ground and nosed over. Examination of the wreckage revealed that fuel was present in the fuel tanks. The engine examination revealed that the No. 2 exhaust valve was stuck in the open position which caused a loss of power. Further examination of the cylinder revealed no discrepancies were found in the valve stem, valve guide size, or part numbers. Neither crewmember gave their version of the accident or made any statements. The flight instructor suffered a head injury and could not remember the accident. The student pilot refused to speak with the investigators and returned to his home in England a few days after the accident.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 600 hours in all; 320 in this make and model; 102 in the last 90 days; 17 in the last 30 days; 320 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 12,878 hours
- Last inspection: 100-hour inspection, June 5, 1999; 66 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: OMN
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 190° at 3 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 7:53 am from DAB, 5 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.