Cessna A150M accident near Langley, Washington, July 2, 1998
On July 2, 1998 at about 11:00 pm local time, a Cessna A150M, registered N8153V, was substantially damaged in an accident near Langley, Washington (Whidbey Airpark airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Clearance from an object was not maintained. The pilot's lack of recent experience in the type of aircraft, improper use of carburetor heat and exceeding the gross weight of the airplane were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 2, 1998 · about 11:00 pm local time
- Place
- Langley, Washington · Whidbey Airpark · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A150M · all A150Ms on the register
- Registration
- N8153V · registry record · serial A1500544
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he had departed with full fuel tanks. The pilot stated that during the takeoff he noted a 'perceived lack of power.' The pilot reported two reasons for this, (1) he had been flying a larger aircraft with more power, and (2) he and his passenger were fairly heavy. The pilot flew to another airstrip and set up for a touch-and-go landing. The pilot stated that the approach was a little high and the landing was a little long. The pilot remembers adding power and retracting the flaps for the takeoff, but does not recall any events after this point. A witness reported that the aircraft was taking off when the nose of the airplane dropped and descended into the trees. Post-crash inspection of the airplane did not reveal evidence of a mechanical failure or malfunction. The weight and balance was calculated for the initial take off and for the take off from the second location. In both cases, the gross weight of the airplane was exceeded by approximately 55 pounds and 19 pounds respectively. During the on-site documentation, the carburetor heat was found partially on.
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: 305 hours in all; 19 in this make and model; 10 in the last 90 days; 1 in the last 30 days; 97 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,095 hours
- Last inspection: annual inspection, June 6, 1998; 13 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: 0S9 Port Townsend WA at 10:40 pm
- Flight plan: none
- Runway 34, 2,400 ft by 25 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 10 knots
- Visibility: 12 statute miles
- Sky: scat at 1,900 ft
- Temperature: 72°F (22°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
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.