The U.S. aircraft register, updated daily
Accidents · NTSB WPR18FA244 · Final report

Cessna 150 accident near Redding, California, August 29, 2018

On August 29, 2018 at about 6:00 pm local time, a 1966 Cessna 150, registered N7990F, was substantially damaged in an accident during takeoff near Redding, California (Benton Field Airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).

The NTSB's probable cause their words, unchanged

The pilot's exceedance of the airplane's critical angle of attack during the initial climb after takeoff, which resulted in an aerodynamic stall and loss of control. Contributing to the accident was the pilot's failure to properly configure the wing flaps for takeoff.

Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.

What the record shows

Date
August 29, 2018 · about 6:00 pm local time
Place
Redding, California · Benton Field Airport · map
Type
Accident
Injuries
1 person was killed.
Weather
visual conditions (good weather)
Aircraft
Cessna 150 F, built 1966 · all 150s on the register
Registration
N7990F · no longer on the register · serial 15064090
Damage
Substantial damage
Flight
Personal flight · general aviation rules (Part 91)

The NTSB's narrative final · quoted from the NTSB record

The private pilot was departing on a personal flight in his single-engine airplane. Multiple witnesses described the airplane's initial climb as slow and steep, and recounted the airplane entering a left turn before descending to ground contact, consistent with an aerodynamic stall. Although several witnesses reported that the engine sound during the initial climb was abnormal, examination of the engine and airframe revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The wing flaps were found extended to 20°; the airplane's owner's manual suggested 10° of flap extension for takeoffs from soft or rough runways; however, the manual also indicates that flaps can reduce the climb to 50 ft. Federal Aviation Administration guidance states that flap deflection of up to 15° primarily produces lift with minimal drag, while flap extension greater than 15° produces a large increase in drag and a significant nose-up pitching moment in high-wing equipped airplanes. It is likely that, during the takeoff with 20° of flaps extended, the airplane became airborne at a lower than normal airspeed and entered a climb at a higher than normal nose-up pitch attitude, placing the airplane very close to its critical angle of attack. During the climb, the pilot exceeded the critical angle of attack, likely by allowing the airspeed to decay due to the airplane's nose-up pitch attitude, and the airplane entered an aerodynamic stall at an altitude too low for recovery. Toxicology testing of the pilot indicated the presence of THC (tetrahydrocannabinol), the active compound in marijuana. There is no known relationship between tissue levels and impairment; therefore, whether the pilot's use of a potentially impairing substance contributed to the accident could not be determined.

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

  1. Aerodynamic stall/spin during takeoff defining event
  2. Loss of control in flight during takeoff
  3. Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent

The NTSB's findings

  • cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
  • cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Not attained/maintained
  • cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
  • factor Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
  • factor Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
  • factor Aircraft › Aircraft systems › Flight control system › TE flap control system › Incorrect use/operation
  • Personnel issues › Physical › Impairment/incapacitation › Illicit drug › Pilot

Pilot

  • Certificate: private
  • Ratings: single-engine land
  • Flight time: 195 hours in all; 161.3 in this make and model; 0.8 in the last 90 days; 0 in the last 30 days; 136.3 as pilot in command; 0 on instruments
  • Last flight review: September 19, 2017
  • Medical certificate: Class 3 (with waivers/limitations)
  • Seat: left
  • Injury: fatal

The aircraft

  • Maximum gross weight: 1,601 lb
  • Seats: 2
  • Landing gear: fixed
  • Engine: Continental O-200 SERIES (piston); 0 hours total

The flight

  • Departed from: O85 Redding CA at 5:55 pm
  • Destination: O85 Redding CA
  • Flight plan: none
  • Runway 33, 2,420 ft by 75 ft

Weather at the time

  • Light: daylight
  • Wind: from 210° at 3 knots
  • Visibility: 10 statute miles
  • Sky: clear
  • Temperature: 79°F (26°C), dew point 48°F (9°C)
  • Altimeter: 29.88 inHg
  • Observation at 5:53 pm from RDD, 7 miles away

Injuries

FatalSeriousMinorNone
Flight crew1

Documents from the investigation the NTSB's docket: the evidence folder behind the report

7 documents, released by the NTSB on December 23, 2019. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.

The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.

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.