Cessna 150M accident near Neola, Utah, July 3, 2010
On July 3, 2010 at about 7:15 pm local time, a Cessna 150M, registered N3143V, was substantially damaged in an accident during maneuvering (low-alt flying) near Neola, Utah (Roosevelt Municipal Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partial loss of engine power for undetermined reasons and the pilot's failure to maintain clearance from a power line.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 3, 2010 · about 7:15 pm local time
- Place
- Neola, Utah · Roosevelt Municipal Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150M · all 150Ms on the register
- Registration
- N3143V · registry record · serial 15076401
- 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 while practicing ground reference maneuvers the airplane's engine had what he described as a temporary partial loss of power. The pilot was flying back to the airport when the nose landing gear struck a power line. The pilot continued the flight back to the airport. When he attempted to land, the nose landing gear collapsed aft, substantially damaging the firewall. While review of the carburetor icing probability chart revealed that the weather conditions during the flight--a temperature of 26 degrees Celsius and a dew point of 6 degrees Celsius--were conducive to light icing during glide and cruise power, the investigation was unable to determine a cause for the reported power loss.
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
What happened, in order
- Loss of engine power (partial) during maneuvering (low-alt flying) defining event
- Controlled flight into terrain or object (CFIT) during maneuvering
- Landing gear collapse during landing
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- cause Environmental issues › Physical environment › Object/animal/substance › Wire › Response/compensation
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: student
- Flight time: 94 hours in all; 94 in this make and model; 6 in the last 90 days; 2 in the last 30 days
- Last flight review: May 26, 2010
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 5,402 hours
- Last inspection: annual inspection, July 1, 2010
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 Series (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 74V Neola UT
- Destination: 74V Neola UT
- Flight plan: none
- Runway 25, 6,500 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 43°F (6°C)
- Altimeter: 29.86 inHg
- Observation at 4:53 pm from KVEL, 27 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.