Cessna 150 accident near Manville, New Jersey, July 24, 1999
On July 24, 1999 at about 3:40 pm local time, a Cessna 150, registered N714HS, was substantially damaged in an accident near Manville, New Jersey (Central Jersey Airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to follow the checklist and improper use of the carburetor heat. A factor in the accident was determined to be the density altitude.
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 3:40 pm local time
- Place
- Manville, New Jersey · Central Jersey Airport
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150 · all 150s on the register
- Registration
- N714HS · no longer on the register · serial 15079194
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After takeoff, the CFI noticed that the airspeed 'began to decay;' however, the engine was still producing power, as he performed a forced landing to a field. After exiting the airplane, the CFI explained to the passenger that they had 'not produced enough power to gain altitude,' because they may have been 'too big' and it was 'too hot' of a day for the airplane to perform. Examination of the engine revealed no pre-impact malfunction, and the carburetor heat control was observed extended in the mid range position, which was consistent to the lever located at the carburetor heat box. According to the airplane manual, the takeoff checklist procedure includes assuring the carburetor heat is in the cold position. The basic empty weight of the airplane was 1,109 pounds and the maximum takeoff weight was 1,600 pounds. The passenger and CFI weights were reported as 250 and 200 pounds, respectively. The pilot determined there was 14 gallons of fuel onboard the airplane before takeoff. According to the temperature and elevation reported at the airport, the density altitude was calculated as 1,747 feet.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,125 hours in all; 200 in this make and model; 36 in the last 90 days; 16 in the last 30 days; 4,500 as pilot in command; 2,980 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: 100-hour inspection, June 15, 1999; 6,236 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: 47N Manville NJ at 3:10 pm
- Flight plan: none
- Runway 25, 3,509 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 3 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 2,000 ft; not recorded
- Temperature: 84°F (29°C), dew point 75°F (24°C)
- Altimeter: 30.00 inHg
- Observation at 3:45 pm from MMU, 19 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.