Cessna 150F accident near Rigby, Idaho, September 17, 2025
On September 17, 2025 at about 5:30 pm local time, a 1966 Cessna 150F, registered N8047F, was substantially damaged in an accident during initial climb near Rigby, Idaho (Rigby Airport). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight instructor’s improper flap position during takeoff, which resulted in degraded climb performance and a subsequent impact with a building.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 17, 2025 · about 5:30 pm local time
- Place
- Rigby, Idaho · Rigby Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150F, built 1966 · all 150Fs on the register
- Registration
- N8047F · registry record · serial 15064147
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the flight instructor, the airplane struggled to maintain altitude during its initial climb following takeoff. A witness reported that the wing flaps were fully deployed during takeoff. Subsequently, the airplane clipped several trees and then its left landing gear struck a power line that resulted in a descent and impact with a building. The airplane sustained substantial damage to the wings, fuselage, and empennage. The flight instructor stated that there were no preimpact mechanical anomalies or malfunctions with the engine that would have precluded normal operation. Postaccident review of the accident site photographs revealed that the airplane’s flaps were extended rather than fully retracted as specified in the airplane’s Pilot Operating Handbook.
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
- Controlled flight into terrain or object (CFIT) during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High density altitude › Effect on equipment
- Personnel issues › Experience/knowledge › Experience/qualifications › Total experience in position › Instructor/check pilot
- Personnel issues › Task performance › Use of equip/info › Use of checklist › Instructor/check pilot
- Personnel issues › Action/decision › Action › Forgotten action/omission › Instructor/check pilot
- Aircraft › Aircraft systems › Flight control system › TE flap control system › Incorrect use/operation
Flight instructor
- Certificate: flight instructor, commercial pilot, private
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 263 hours in all; 2 in this make and model; 10 in the last 90 days; 10 in the last 30 days; 177 as pilot in command; 1 on instruments
- Last flight review: May 7, 2025
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: student
- Flight time: 1 hours in all; 1 in the last 90 days; 1 in the last 30 days
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 6,505.7 hours
- Last inspection: 100-hour inspection, August 4, 2025
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor O-200 SERIES (piston); 214 hours total
The flight
- Departed from: U56 Rigby ID at 5:36 pm
- Flight plan: none
- Runway 1, 3,727 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 43°F (6°C)
- Altimeter: 30.28 inHg
- Observation at 11:53 am from KIDA, 10 miles away
Weather report (METAR): KIDA 171753Z 36005KT 10SM CLR 17/06 A3028 RMK AO2 SLP234 T01720056 10172 20050 58005=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 1 |
Photographs from the investigation 2 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Airplane on the side of the building as viewed from the right side.
Photograph 2 – Airplane on the side of the building as viewed from the front left side.The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
7 documents, released by the NTSB on April 14, 2026. 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.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Memorandum for Record A�� Telephone Interview, Pilot | PDF, 1 page | View Download |
| 3 | Accident Photographs | PDF, 3 pages · our copy | View Download |
| 4 | Witness Statement | PDF, 1 page | View Download |
| 5 | POH Excerpt | PDF, 1 page | View Download |
| 6 | Maximum Rate of Climb Data Chart | PDF, 1 page | View Download |
| 7 | Memorandum for Record | PDF, 1 page | View Download |
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.