Cessna 172S accident near Seville, Florida, October 10, 2015
On October 10, 2015 at about 6:00 pm local time, a 2002 Cessna 172S, registered N5295Y, was substantially damaged in an accident during maneuvering (low-alt flying) near Seville, Florida. It was a personal flight under general aviation rules (Part 91). 1 person was killed and 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The airplane’s encounter with a downdraft, and the pilot's decision to maneuver the airplane at a low altitude and airspeed, which provided insufficient time and altitude to recover before impacting terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 10, 2015 · about 6:00 pm local time
- Place
- Seville, Florida · map
- Type
- Accident
- Injuries
- 1 person was killed and 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172S S, built 2002 · all 172Ss on the register
- Registration
- N5295Y · no longer on the register · serial 172S9236
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot reported that, during a local flight, he encountered a downdraft while maneuvering the airplane between 300 and 600 ft above ground level at an airspeed about 75 knots. He stated that he attempted to recover, but the airplane continued to sink and subsequently impacted trees and terrain. Postaccident examination of the airplane did not reveal evidence of any mechanical any anomalies that would have precluded normal operation. The conditions reported by the closest weather observation facility, located 23 nautical miles away, included scattered towering cumulus clouds and 6-knot winds. Additionally, towering cumulus and cumulonimbus clouds were noted near the airport. Atmospheric modeling data noted the potential for strong low-level thermal activity near the accident site about the time of the accident. Given the weather conditions that prevailed about the time of the accident, it is likely that the airplane encountered a downdraft; given the airplane's altitude and airspeed at the time of the encounter, the pilot had insufficient time to regain control of the airplane before it impacted the ground.
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
- Windshear or thunderstorm during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Wind › Downdraft › Effect on operation
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 425 hours in all; 340 in this make and model; 350 as pilot in command
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
Pilot-Rated Passenger
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,300 hours in all
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 6,119 hours
- Last inspection: annual inspection, October 22, 2014; 65 hours since
- Maximum gross weight: 2,299 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-L2A (piston); 5,448 hours total
The flight
- Departed from: DAB Daytona FL at 5:14 pm
- Destination: DAB Daytona FL
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 060° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 3,500 ft
- Temperature: 84°F (29°C), dew point 73°F (23°C)
- Altimeter: 29.88 inHg
- Observation at 6:53 pm from KDAB, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on October 30, 2017. 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, 11 pages | View Download |
| 2 | Witness Statement | PDF, 1 page | View Download |
| 3 | Memorandum of Record - Pilot Flight Experience | PDF, 1 page | View Download |
| 4 | Maintenance Records | PDF, 7 pages | View Download |
| 5 | Weather Reports and Records | PDF, 10 pages | View Download |
| 6 | Photos (Courtesy of Local Authorities) | PDF, 4 pages | View Download |
| 7 | Statement of Party Representatives to NTSB Investigation | PDF, 14 pages | View Download |
| 8 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 3 pages | View Download |
| 9 | Personal Electronic Devices Factual Report | PDF, 8 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N5295Y the same tail number, which may have belonged to a different aircraft at the time
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.