# NTSB ERA25FA037: Cessna 150F, N8110S, Wilder, TN, October 31, 2024 - Type: NTSB accident investigation - Classification: Accident · Fatal · Class 3 · Field · Final report - Date: October 31, 2024, 18:37 local (23:37 UTC) - Place: Wilder, TN · Mountainous, wooded terrain - Coordinates: 36.317286, -85.092206 - Nearby events: https://openairdocs.org/map.md?lat=36.3173&lon=-85.0922&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report August 26, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: Textron Aviation, FAA/FSDO - NTSB case key (mKey): 195426 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA25FA037 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195426/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=195426 - Page: https://openairdocs.org/ntsb/ERA25FA037 ## Probable cause The student pilot’s decision to continue the visual flight rules flight into instrument meteorological conditions at night, which resulted in controlled flight into terrain. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Student/instructed pilot (probable cause); cases with it: [Cessna 150F, 12 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=2071814), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Knowledge: knowledge of meteorologic cond](https://openairdocs.org/ntsb-findings/02032020): Personnel issues › Experience/knowledge · Student/instructed pilot (probable cause); cases with it: [Cessna 150F, 1 case](https://openairdocs.org/ntsb-findings/02032020/cases.md?model=2071814), [All aircraft, 30 cases](https://openairdocs.org/ntsb-findings/02032020/cases.md) - [Light condition: dark](https://openairdocs.org/ntsb-findings/03036020): Environmental issues › Conditions/weather/phenomena · Decision related to condition (probable cause); cases with it: [Cessna 150F, 2 cases](https://openairdocs.org/ntsb-findings/03036020/cases.md?model=2071814), [All aircraft, 448 cases](https://openairdocs.org/ntsb-findings/03036020/cases.md) - [Terrain: mountainous/hilly terrain](https://openairdocs.org/ntsb-findings/03021010): Environmental issues › Physical environment · Decision related to condition (probable cause); cases with it: [Cessna 150F, 2 cases](https://openairdocs.org/ntsb-findings/03021010/cases.md?model=2071814), [All aircraft, 329 cases](https://openairdocs.org/ntsb-findings/03021010/cases.md) - [Ceiling/visibility/precip: low visibility](https://openairdocs.org/ntsb-findings/03035015): Environmental issues › Conditions/weather/phenomena · Decision related to condition (probable cause); cases with it: [Cessna 150F, 1 case](https://openairdocs.org/ntsb-findings/03035015/cases.md?model=2071814), [All aircraft, 175 cases](https://openairdocs.org/ntsb-findings/03035015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120) (defining event); cases with it: [Cessna 150F, 3 cases](https://openairdocs.org/ntsb-events/120/sequence.md?model=2071814), [All aircraft, 1,074 cases](https://openairdocs.org/ntsb-events/120/sequence.md) ## Analysis The student pilot was on the second leg of a long visual flight rules cross-country flight. The pilot departed shortly after the end of civil twilight and on a night where no lunar illumination was present. The pilot had not filed a flight plan and there was no evidence that he had obtained an official weather briefing from a source that would have logged that contact. After departure, the pilot flew over a town that contained significant cultural lighting and highway, flying parallel to a road for about 1 mile. He then turned away from the town and roughly toward the destination airport, over a sparsely populated area covered with dense forest and rising terrain. The dark night, in addition to the generally cloudy conditions and limited ground lighting along the flight path, would have made it difficult for the pilot to visually recognize the rising terrain. As the pilot continued toward this area of diminished visual reference, he encountered a band of light rain showers, which in addition to further restricting visibility, had the potential for updrafts and associated turbulence. Given these conditions, it is likely that the pilot was flying in instrument meteorological conditions (IMC) for the last 4 minutes of the flight. Postaccident examination of the wreckage at the accident site revealed no evidence of any preimpact mechanical malfunctions or failures of the airframe or engine. The relatively straight flight path for the final portion of the flight that was observed via ADS-B, the length of the wreckage path at the accident site, and the damage observed to trees along that wreckage path, were all consistent with controlled flight into terrain. The results of postaccident toxicological testing indicated that the pilot had used the prescription medication lamotrigine. While it is possible that his cognitive and psychomotor performance might have been impaired by the effects of the medication, no more-specific conclusion about pilot impairment can be drawn from the reviewed medical evidence alone. Based on the available information, the student pilot’s decision to continue the long cross-country flight at night, without obtaining a preflight weather briefing or having an apparent awareness of approaching precipitation, and without filing a flight plan, was indicative of poor judgement. ## Factual narrative The pilot had purchased the airplane about one month prior to the accident. He held a student pilot certificate and reported on an insurance application, submitted on the day of the accident, that he had accumulated 65 total hours of flight experience, including 30 hours in the accident airplane make and model. On October 31, 2024, at about 1837 central daylight time, a Cessna 150F airplane, N8110S, was destroyed when it was involved in an accident near Wilder, Tennessee. The student pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The student pilot originally departed Atlanta Regional Airport-Falcon Field (FFC) Atlanta, Georgia earlier in the day and flew the 158 nautical mile (nm) flight to Cross Memorial Airport – Whitson Field (CSV), Crossville, Tennessee where he landed about 1729 and was on the ground for about 45 minutes; he fueled the airplane before departing on the second leg of the flight. Automatic Dependent Surveillance-Broadcast (ADS-B) track data revealed that the accident airplane departed from runway 26 at CSV, about 1817 and the pilot was enroute to his final destination of DuPage Airport (DPA) Chicago/West Chicago, Illinois; about 385 nautical miles north-northwest. Night lighting conditions existed during departure from CSV as sunset had occurred at 1744 and the end of civil twilight was at 1811. In addition, the new moon had set at 1711 and was about 69° below the horizon. After departure, the airplane proceeded to the northeast on a track of about 062°for about 5 nm, then turned to about 042° for several miles while climbing to 4,600 ft mean sea level (msl). The airplane then turned toward a northwesterly track of about 340° while briefly maintaining 5,000 ft msl. The airplane’s flight track meandered back and forth between 320° and 355° for about 5 miles and the airplane began a descent from 5,000 ft msl to about 3,500 ft msl as the airplane flew over a residential area and highway. The airplane flew parallel to the road for about 1 mile before turning to the left and approaching a sparce residential area, followed by a dense forest and rising terrain. The airplane continued to descend to about 1,700 ft msl, before climbing back to 2,100 ft. msl. About one minute before the accident, the airplane turned to about 260° while at 1,700 ft msl. The ADS-B data ended about 1837, at an altitude of about 200 ft above the ground, and about 0.3 miles east of the accident site (see figure 1). The pilot was not in contact with air traffic control prior to the accident and there were no known distress calls received by any facilities in the area. Figure 1 - The accident airplane’s ADS-B flight track (green arrows) as it flew northwest and the annotated location of the accident site with an inset view of the flight’s final 2 minutes. The Knox County Regional Forensic Center, Knoxville, Tennessee performed an autopsy of the pilot’s remains, as authorized by theFentress County Medicolegal Death Investigator. According to the pilot’s autopsy report, his cause of death was multiple blunt force injuries, and his manner of death was accident. Postmortem toxicological testing by the FAA Forensic Sciences Laboratory detected lamotrigine at 9525 ng/g in the pilot’s liver tissue and at 6085 ng/mL in his urine. Pharmacy records indicated that the pilot had been prescribed lamotrigine (75 mg by mouth daily, at bedtime), by a psychiatrist, most recently on October 23, 2024. The pilot’s prescribed lamotrigine dosage had been the same since March 2024. Pharmacy records also indicated a past prescription for atomoxetine (a prescription medication that may be used in the treatment of attention-deficit/hyperactivity disorder). Lamotrigine - Lamotrigine is a prescription medication that can be used to treat seizure disorders and bipolar disorder, and for migraine headache prevention. Lamotrigine typically carries a warning that it may cause dizziness, sleepiness, and other symptoms and signs of central nervous system depression, and that users should not drive or operate other complex machinery until they have gained sufficient experience to gauge whether the drug adversely affects their mental and/or motor performance. The FAA considers lamotrigine to be a “do not issue/do not fly” medication. The 37-year-old male pilot’s last aviation medical examination was November 15, 2023. At that time, he reported no medication use. He reported medical history including a 60% Veterans Affairs disability rating for lower back muscle scarring/stiffness. He was issued a third-class medical certificate without limitation. In a post-accident interview with the NTSB, the pilot’s wife stated she was unaware of the pilot having any active medical condition or using any medication. The KOHX WSR-88D base reflectivity images depicted portions light intensity echoes along the accident flight track in the last 5 minutes of flight (see figure 2). The reflectivity values were moving from west to east. There were no lightning flashes reported within 25 miles of the accident site within 10 minutes prior to and following the accident time. Figure 2 - KOHX WSR-88D reflectivity for the 0.53° elevation scan initiated at 1833:05 with the accident airplane’s location at that time annotated by a black circle. The magenta line shows the airplane’s flight track from takeoff through the accident while the red circle shows the accident site. The NWS Surface Analysis Chart centered over the Tennessee Valley of the United States for 1900 depicted an outflow boundary located in the immediate vicinity of the accident site stretching north to south. There was convective outlook near the accident site where a chance of thunderstorms was predicted. The recorded weather conditions at Livingston Municipal Airport (8A3) Livingston, Tennessee, was located about 12 west-northwest of the accident site at an elevation of 1,372 ft. included, wind calm, visibility 10miles or greater, an overcast ceiling at 2,900 ft above ground level (agl), a temperature of 16°C, a dew point temperature of 15°C, and an altimeter setting of 30.13 inches of mercury. The 1900 High-Resolution Rapid Refresh (HRRR) sounding for the accident site indicated an unstable to conditionally unstable atmosphere from the surface through 2,250 ft, then a stable atmosphere from 2,250 ft through 3,750 ft, then another conditionally unstable layer between 3,750 ft and 8,200 ft. The atmosphere was conducive for the development of convective activity and the maximum vertical velocity for this atmosphere was calculated as 10 meters/second (about 1,970 ft per minute). Cloud cover was between 2,000 ft and 10,500 ft. There was a convective SIGMET valid for the accident site at the accident time that forecasted an area of embedded thunderstorms with tops to FL230 with the SIGMET box area moving from 250° at 35 knots and there was an Airmen’s Meteorological Information advisory for the accident site at the accident time for moderate turbulence below 14,000 ft. The Graphical Forecasts for Aviation (GFA) products issued by the AWC before the accident flight and valid at 1600 and 1900 and issued around 1100 and 1700 indicated VFR visibilities with a chance (between 30 and 60 percent) of rain showers with a south wind of 10 knots and gusts to 20 knots. The GFA cloud forecast applicable to the accident site for 1600 indicated cirrus clouds at the accident site. The GFA cloud forecast applicable to the accident site for 1900 indicated scattered to overcast cloud cover at the accident site with scattered clouds at 2,700 ft, overcast clouds at 7,000 ft, clouds tops at FL340. A search of archived information indicated that the pilot did not request weather information from Leidos Flight Service. The pilot did have an account with ForeFlight but did not file a flight plan through ForeFlight. The pilot did view and update route strings. When the pilot viewed airport information from 5 airports, text weather information would have been available for the pilot to view, but it is unknown if the accident pilot viewed any text weather information. The airplane impacted a 100-ft-tall hardwood tree, and the wreckage path was oriented on a magnetic heading of 146° at an elevation of about 1,600 ft. The outboard half of the left wing remained lodged in the top of the tree along the wreckage path. The empennage, aft fuselage, and main landing gear also separated after impact with the tree. The main wreckage, consisting of the right wing, cockpit, engine, and propeller, came to rest inverted at the base of another tree and was completely consumed by a postimpact fire. All structural components of the airframe were located within the confines of the debris field, which was about 250 ft in length. The cockpit structure, instrument panel, and avionics were mostly consumed by fire. The fuel system was destroyed; however, the fuel shutoff valve was discovered in the openposition. Due to severe damage to the flight controls, only partial flight control continuity could be established. Bellcranks were thermally damaged or destroyed and all control cables had a “broomstraw” appearance indicative of tensile overload. Of the flight control evidence examined, there were no anomalous pre impact findings observed that would preclude normal flight control operation. The magnesium engine accessory case was consumed by fire. The magnetos were thermally damaged and could not be functionally tested. The camshaft and crankshaft gears remained intermeshed and intact. The valve rockers and pushrods were intact. Visual examination into the engine case from the accessory end of the engine did not reveal preimpact anomalies with the crankshaft assembly or valve train. The top spark plugs were removed and examined; they were normal in color and showed minimal wear when compared to a Champion Check-a-Plug chart. The carburetor sustained severe thermal damage. The propeller remained attached to the crankshaft. One of the blades was bent aft midspan and sustained thermal damage near the tip. The opposing blade remained straight. Multiple tree limbs from two to five inches in diameter with 45° cuts were observed along the wreckage path. There was no evidence discovered that would preclude normal engine operation or airplane performance. ## Aircraft - Registration: [N8110S](https://openairdocs.org/aircraft/N8110S), registered now, S/N 15061710, built 1965 (OpenAirDocs) - Reported make and model: CESSNA 150F - Registry model: [Cessna 150F](https://openairdocs.org/model/cessna-150f) (registry code 2071814) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15061710 - Year built: 1965 - Engines: Continental O-200-A 100 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Utility - Last inspection: Annual, January 24, 2024 - Departed: CSV, Crossville, TN - Destination: DPA, West Chicago, IL - Equipment: Stall warning system, ADS-B ## Flight crew As NTSB recorded them. NTSB leaves out names. - Student pilot; age 37; injuries: fatal; student; medical: class 3, without waivers/limitations; seat: left; restraint: lap only; toxicology performed; flight hours: 65 total, 30 in this make and model ## Weather - Conditions: Instrument (IMC), Night - Wind: 170° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: 6,500 ft overcast - Temperature: 68 °F, dew point 59 °F - Altimeter: 30.15 inHg - Observed at: CSV, 22 nm away - METAR: KCSV 312353Z AUTO 17006KT 10SM OVC065 20/15 A3015 RMK AO2 SLP196 T02000150 10222 20200 55004 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20241031017279A](https://openairdocs.org/incident/20241031017279A), Oct 31, 2024: Cessna 150F, Wilder, TN, Destroyed, 1 fatal. On October 31, 2024, about 1837 central daylight time, a Cessna 150F airplane, [privacy data omitted], Was destroyed when it was involved in an accident near… ## Docket (21 files) The files NTSB released with the investigation on August 26, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=195426. 98.5 MB in all. - NTSB records of interview (item 1, PDF, 3 pages, 122 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18737800&FileExtension=pdf&FileName=1%20NTSB%20Records%20of%20Interview-Rel.pdf - Fueling record (item 2, PDF, 1 page, 212 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18737451&FileExtension=pdf&FileName=4%20Fuel%20Receipt%20CSV-Rel.pdf - Pilot logbook excerpts (item 3, PDF, 24 pages, 41.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18737363&FileExtension=pdf&FileName=5%20Pilot%20Logbook_Redacted-Rel.pdf - Foreflight pilot records (item 4, PDF, 8 pages, 472 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18737461&FileExtension=pdf&FileName=6%20ForeFlight%20Pilot%20Records_Redacted-Rel.pdf - Memorandum for record - FAA and instructor interview regarding solo endorsement (item 5, PDF, 1 page, 174 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20079971&FileExtension=pdf&FileName=MOR_FAA%20and%20Instructor_Redacted-Rel.pdf - Maintenance logbook entries (item 6, PDF, 3 pages, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18737708&FileExtension=pdf&FileName=8%20Maintenance%20Logbook%20Entries_Redacted-Rel.pdf - Weather factual report (item 7, PDF, 30 pages, 4.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18281898&FileExtension=pdf&FileName=ERA25FA037_weatherfactualSuffernfinal-Rel.pdf - Weather attachment 1 (item 8, GIF, 15.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18280294&FileExtension=gif&FileName=attachment1_animationwxradar_2314to2350utc-Rel.gif - Weather attachment 2 (item 9, PDF, 3 pages, 254 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18280810&FileExtension=pdf&FileName=attachment2_part1ForeFlight%20Re_%20NTSB%20request%20on%20N8110S_Redacted-Rel.pdf - Weather attachment 3 (item 10, PDF, 3 pages, 164 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18280304&FileExtension=pdf&FileName=attachment3_part2_ForeFlight%20Re_%20NTSB%20request%20on%20N8110S_Redacted-Rel.pdf - Entire flight track and accident site (item 11, PDF, 1 page, 13.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18737471&FileExtension=pdf&FileName=9c%20Entire%20Flight%20and%20Accident%20Site-Rel.pdf - Final flight track and accident site (item 12, PDF, 1 page, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18737718&FileExtension=pdf&FileName=9d%20Final%20Flight%20Track%20and%20Accident%20Site-Rel.pdf - ADS-B data - excel spreadsheet (item 13, CSV, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18738002&FileExtension=csv&FileName=9a%2020241031_AB0F7C_570243285_ADSB-Rel.csv - ADS-B data - kmz file (item 14, KMZ, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18737728&FileExtension=kmz&FileName=9b%2020241031_AB0F7C_570243285_ADSB-Rel.kmz - Investigation photographs (item 15, PDF, 12 pages, 6.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18736851&FileExtension=pdf&FileName=10%20Investigation%20Photographs-Rel.pdf - NTSB examination summary (item 16, PDF, 8 pages, 732 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18737895&FileExtension=pdf&FileName=10a%20NTSB%20Examination%20Summary-Rel.pdf - Wreckage diagram (item 17, PDF, 1 page, 6.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18737214&FileExtension=pdf&FileName=10c%20Wreckage%20Diagram-Rel.pdf - Toxicological report (item 18, PDF, 1 page, 637 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18738101&FileExtension=pdf&FileName=11%20Tox%20Pilot_Redacted-Rel.pdf - Memorandum for record - NTSB medical review (item 19, PDF, 2 pages, 138 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20079951&FileExtension=pdf&FileName=MOR%20NTSB%20Medical%20Review-Rel.pdf - Statement of party representatives to NTSB investigation (item 20, PDF, 14 pages, 136 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18737224&FileExtension=pdf&FileName=13%20NTSB%20Party%20Form%20and%20Guidance_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 21, PDF, 1 page, 394 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18737234&FileExtension=pdf&FileName=NTSB%20Release%20signed%20N8110S_Redacted-Rel.pdf From the NTSB's public API. 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