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N4770X accident description

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Crash location Unknown
Nearest city Jasper, IN
38.391442°N, 86.931109°W

Tail number N4770X
Accident date 20 Sep 2000
Aircraft type Cessna 150G
Additional details: None

NTSB description


On September 20, 2000, at 1515 eastern standard time, a Cessna 150G, N4770X, piloted by a private pilot, was substantially damaged on impact with a cornfield during approach to runway 17 (2,500 feet by 60 feet, grass) at a private grass strip, Jasper, Indiana. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 personal flight was not operating on a flight plan. The pilot and passenger were fatally injured. The flight departed from the Evansville Regional Airport, Evansville, Indiana, at 1221 central standard time.


An approximate area of 10 feet by 59 feet of corn crops was damaged.


The pilot held a private pilot certificate with airplane single engine land and instrument airplane ratings. He received a third class medical certificate on June 6, 1999, with the limitation, "holder shall wear corrective lenses while exercising the privileges of his airman certificate".

Logbook records indicate that he accumulated a total flight time of 744.9 hours of which 6.5 hours were in the accident airplane 30 days prior to the accident. The date of the last logbook entry was September 13, 2000.

According to the on-scene inspector from the Indianapolis Flight Standards District Office, on September 2, 2000, the pilot was involved in an incident on takeoff from runway 17. The runway was wet and with grass approximately 6 inches in height. The airplane became airborne without sufficient speed and impacted the cornfield.

The passenger received a third class medical certificate on February 5, 1998, with the limitation, "shall have available glasses for near vision". He reported a total flight time of 6 hours on the date of the application for the medical certificate.


The Cessna 150G, serial number 15064820, was manufactured in 1966. A Continental O-200A engine, serial number 66182-7-A, powered the airplane. The airplane was registered to the passenger. Logbook records indicate that an annual inspection of the airframe and engine were completed on January 7, 2000 at a tachometer time of 5,300.09 hours


The Huntingburg automated weather observation system (AWOS-3), located approximately 16 nm on a magnetic heading of 167 degrees from the accident site, recorded at 1515, wind from 210 degrees at 22 knots gusting to 31 knots, few clouds at 5,000 feet agl, temperature of 29 degrees C, dewpoint of 18 degrees C and an altimeter of 29.67 inches of mercury.

An area of convective activity was located approximately 35 nmi northeast of the accident site.


The airplane was orientated on a magnetic heading of 226 degrees in a cornfield. The airplane was abeam the runway's threshold and 50 feet in an easterly direction from the centerline of the runway. An area of flattened corn stalks 10 feet in width and 59 feet in length contained a 12-inch section of the airplane right aileron and the nose landing gear. Flight control continuity of the ailerons, elevator and rudder was established to their respective flight controls. Engine control continuity of the throttle and mixture was established to their respective controls. The propeller was rotated by hand and air was expelled from each cylinder and engine continuity was established. The magnetos were rotated and electrical continuity was established. Approximately 1/4 tank of liquid consistent with aviation gas was present in the right and left tank, fuel strainer and carburetor. The trailing edge flaps were in the retracted position.

The tachometer at the accident site indicated 5,311.7 hours. The Hobbs meter indicated 933.7 hours.


The Dubois County Coroner conducted an autopsy of the pilot on September 21, 2000.

Federal Aviation Administration (FAA) toxicological test results for the pilot indicated 22.768 (ug/ml, ug/g) salicylate.

FAA toxicological test results for the passenger indicated 53.007 (ug/ml, ug/g) acetaminophen.


The Flight Test Guide for Certification of Part 23 Airplanes, Appendix 7, contains a takeoff and landing component chart, which is included with this report. At a wind velocity of 210 degrees at 22 knots and a runway heading of 170 degrees the corresponding headwind and crosswind components are approximately 17 knots and 14 knots. At a gust of 31 knots the corresponding headwind and crosswind components are 24 knots and 20 knots.

Advisory Circular (AC) 00-54, Pilot Windshear Guide, section 2.2, states, "Wind variations at low altitude have long been recognized as a serious hazard to airplanes during takeoff and approach. These wind variations can result from a large variety of meteorological conditions such as: topographical conditions, temperature inversions, sea breezes, frontal systems, strong surface winds, and the most violent forms of wind change - the thunderstorm and rain shower".

AC 61-21A, Flight Training Handbook, states, "Power on approaches at an airspeed above normal approach speed should be used for landing in significantly turbulent air. This provides for more positive control of the airplane when strong horizontal wind gusts, or up and down drafts, are experienced". AC 61-21A also states, "...These landing approaches are usually performed at a normal approach speed plus one-half of the wind gust factor... ".


The Plexiglas windshield was fractured and not in place. The right and left instrument panels were buckled inward. Both control columns displayed sideways bending. Both seats were found intact. The airplane was not equipped with shoulder harnesses.


The Cessna Aircraft Company, Federal Aviation Administration, and Teledyne Continental Motors were parties to the investigation.

The wreckage was released to the Indiana State Police.

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