Cessna 150 accident near Woodstock, Virginia, July 6, 1999
On July 6, 1999 at about 6:50 pm local time, a Cessna 150, registered N22600, was substantially damaged in an accident near Woodstock, Virginia. 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 visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to adequately calculate required fuel for the flight, which resulted in a total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 6, 1999 · about 6:50 pm local time
- Place
- Woodstock, Virginia · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150 · all 150s on the register
- Registration
- N22600 · no longer on the register · serial 15068394
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
With a full load of fuel, and comfortable with the airplane's condition, the pilot boarded, and taxied short of the runway. He then completed the engine run-up checks, and noticed no anomalies. After departure, the pilot selected 1,500 feet mean sea level (MSL) for an initial cruising altitude. Once clear of class 'B' airspace, the pilot varied his altitude between 1,500 and 4,500 feet MSL. In addition, he set the cruise power at 75 percent. Approximately 3 hours and 30 minutes into the flight, engine power became intermittent, followed by a total loss. The pilot's first reaction was to rock the airplane's wings because he knew he was low on fuel. The pilot then executed a forced landing to a field. During the landing, the airplane contacted a fence and nosed over. The pilot operating handbook (POH) stated that at 7,000 feet and 75 percent power, the airplane would have 4.1 hours of fuel endurance. At the accident site, 1.75 gallons of fuel was found onboard the airplane, and no evidence of fuel spillage was observed. In addition, the POH listed unusable fuel as 3.5 gallons.
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; instrument: airplane
- Flight time: 1,844 hours in all; 50 in this make and model; 8 in the last 90 days; 7 in the last 30 days; 1,800 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,206 hours
- Last inspection: annual inspection, June 2, 1999; 10 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: FRG Farmingdale NY at 3:18 pm
- Destination: W92 Basye VA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 6 knots
- Visibility: 9 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 2:53 pm from CHO, 53 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.