Cessna 150G accident near Forest, Virginia, September 24, 1997
On September 24, 1997 at about 10:30 pm local time, a Cessna 150G, registered N4748X, was substantially damaged in an accident near Forest, Virginia (Forest 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 pilot's movement of the mixture control to the idle cut-off position, during an approach to land, which resulted in a loss of engine power and a forced landing before reaching the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 24, 1997 · about 10:30 pm local time
- Place
- Forest, Virginia · Forest · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150G · all 150Gs on the register
- Registration
- N4748X · no longer on the register · serial 15064798
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot said he performed his pre-landing check and reduced power to 1,500 RPM for an approach. The initial approach angle was steep, so he 'cut' engine power and slipped the airplane to increase his rate of descent. When he turned final, his approach angle was too shallow. He tried to apply power, but received no response; the engine continued to run at idle rpm. The student stated the airplane was at approximately 50 feet on final approach, when the propeller stopped turning. He attempted to maneuver through an area of low obstacles, which included 5 to 6 foot high tree stumps, and cross a road to a grass area on the airport. On short final, the airplane struck a tree stump, the road, a ditch, and nosed over. Examination of the cockpit revealed the throttle and carburetor heat controls were full forward, the mixture control was pulled out. The airplane was recovered to a hanger, and the engine was started. According to the owner, the engine ran 'perfect.'
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: 21 hours in all; 21 in this make and model; 5 in the last 90 days; 2 in the last 30 days; 1 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,748 hours
- Last inspection: annual inspection, February 14, 1997; 45 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
The flight
- Departed from: W90
- Flight plan: none
- Runway 16, 3,164 ft by 40 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 2,500 ft; scat at 500 ft
- Temperature: 54°F (12°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 10:34 pm from LYH, 7 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.