Cessna 150C accident near Mazama, Washington, August 1, 2004
On August 1, 2004 at about 9:30 pm local time, a Cessna 150C, registered N7815Z, was substantially damaged in an accident near Mazama, Washington (Lost River Resort airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate compensation for the weather conditions and his failure to maintain the initial takeoff climb, which resulted in a collision with trees during an emergency landing. Contributing factors were the unfavorable wind and high density altitude weather conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 1, 2004 · about 9:30 pm local time
- Place
- Mazama, Washington · Lost River Resort · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150C · all 150Cs on the register
- Registration
- N7815Z · no longer on the register · serial 15059915
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he noted no problems with the airplane during the preflight inspection and the engine runup. After liftoff on runway 29, the airplane climbed to treetop level, at which point a gust of wind pushed the airplane left toward trees bordering the runway. The pilot had to bank the airplane to avoid the trees, and the airplane stopped climbing. After "barely clearing" the trees at the end of the runway, the pilot elected to put the airplane back on the ground as he was concerned the airplane might not clear trees located further ahead. He selected a streambed as an emergency landing site. During the emergency landing, the airplane contacted trees along the edge of the streambed. The pilot reported that the temperature was 88 degrees F and the winds were from 300 degrees at 3 knots. The airport elevation was 2,415 feet, and the density altitude was calculated to be approximately 5,000 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: private
- Ratings: single-engine land
- Flight time: 174 hours in all; 122 in this make and model; 14 in the last 90 days; 7 in the last 30 days; 114 as pilot in command
- Last flight review: August 11, 2003
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 6,293 hours
- Last inspection: 100-hour inspection; 50 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200A (piston); 0 hours total
The flight
- Departed from: W12 Mazama WA at 9:30 pm
- Destination: AWO Arlington WA
- Flight plan: none
- Runway 29, 3,150 ft by 85 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 0°F (-18°C)
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.