Cessna 150L accident near Dawson Springs, Kentucky, November 9, 1994
On November 9, 1994 at about 1:00 am local time, a Cessna 150L, registered N5483Q, was substantially damaged in an accident near Dawson Springs, Kentucky (Tradewater airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate obstacle clearance. Other related factors are night conditions and the pilot's improper inflight planning/decision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 9, 1994 · about 1:00 am local time
- Place
- Dawson Springs, Kentucky · Tradewater · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150L · all 150Ls on the register
- Registration
- N5483Q · no longer on the register · serial 150-73383
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT, DURING AN NIGHT FLIGHT, WAS UNSUCCESFUL AT LOCATING THE DESTINATION, TRADEWATER AIRPORT (8M7) SO HE DEVIATED TO AND LANDED AT PRINCETON-CALDWELL COUNTY AIRPORT. THERE HE BECAME CONCERNED ABOUT HIS AIRPLANE BEING UNSECURED AT AN UNATTENDED AIRPORT AND THE THREAT OF INCLEMENT WEATHER FORECASTED TO OCCUR OVERNIGHT. HE ARRANGED FOR A FRIEND TO USE THE HEADLIGHTS OF A CAR TO ILLUMINATE THE GRASS STRIP AT 8M7, SO THE PILOT COULD RETURN AND LAND. THE PILOT FLEW BACK, CIRCLED THE AIRPORT, SPOTTED THE HEADLIGHTS, AND BEGAN THE APPROACH. ACCORDING TO THE PILOT, 'JUST PRIOR TO CROSSING THE THRESHOLD MARKERS, I SAW THE ROOF OF THE AUTOMOBILE IN THE BEAM OF MY LANDING LIGHT, AND FELT CONTACT AND SENSED THE AIRPLANE TUMBLING AND A SECOND CONTACT WHEN THE AIRPLANE CAME TO REST UPSIDE DOWN.' ACCORDING TO THE FAA, THE MAIN WHEEL STRUCK THE BACK WINDOW OF THE CAR. THE PILOT SAID THE ACCIDENT COULD HAVE BEEN PREVENTED IF HE HAD NOT BEEN SO ANXIOUS TO FLY THE AIRPLANE TO 8M7 WHERE IT WOULD BE HANGARED.
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: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 10,615 hours in all; 560 in this make and model; 94 in the last 90 days; 53 in the last 30 days; 10,435 as pilot in command; 2,968 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200A (piston); 0 hours total
The flight
- Departed from: 2MO Princeton KY
- Destination: 8M7
- Flight plan: none
- Runway 18, 2,875 ft by 80 ft
Weather at the time
- Light: night, dark
- Wind: from 180° at 8 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
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.