Cessna 172 accident near Florida City, Florida, May 8, 2025
On May 8, 2025 at about 11:30 pm local time, a 1964 Cessna 172, registered N5405T, was substantially damaged in an accident during enroute (cruise) near Florida City, Florida. It was a personal 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 commercial pilot’s improper fuel management, which resulted in a loss of total engine power due to fuel starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 8, 2025 · about 11:30 pm local time
- Place
- Florida City, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 E, built 1964 · all 172s on the register
- Registration
- N5405T · registry record · serial 17251305
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The purpose of the flight was for the pilots to build flight experience, with the commercial pilot practicing simulated instrument meteorological conditions in the left seat, while the private pilot acted as a safety pilot in the right seat. About 2 hours into the night cross-country flight, the airplane sustained a loss of total engine power without any warning or roughness. The commercial pilot tried to restart the engine but was unsuccessful, so the private pilot performed a forced landing to a swamp. During the landing, the airplane nosed over and came to rest inverted. Examination of the wreckage 3 days later revealed that the right wing fuel tank contained adequate fuel but the left wing fuel tank contained only residual fuel. The engine was subsequently test run successfully at a recovery facility. The airplane was 61 years old, and its fuel selector handle placard was not as intuitive as other similar models. Specifically, the handle had to be at the 12 o’clock position to select both fuel tanks. The commercial pilot set it at about the 11 o’clock position, which would use only the left fuel tank. It is likely that the commercial pilot exhausted the fuel in the left fuel tank, which resulted in fuel starvation. The commercial pilot also reported that more awareness of the specific aircraft model differences could have prevented the accident.
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
- Fuel starvation during enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 976 hours in all; 22 in this make and model; 237 in the last 90 days; 85 in the last 30 days; 876 as pilot in command
- Last flight review: March 5, 2024
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 218 hours in all; 12 in this make and model; 55 in the last 90 days; 24 in the last 30 days; 129 as pilot in command
- Last flight review: March 25, 2025
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 5,142 hours
- Last inspection: 100-hour inspection, March 28, 2025
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor O-300-D (piston); 0 hours total
The flight
- Departed from: HWO Pembroke Pines FL at 9:33 pm
- Destination: apf Naples FL
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 100° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 68°F (20°C)
- Altimeter: 29.95 inHg
- Observation at 7:55 pm from HST, 10 miles away
Weather report (METAR): KHST 082355Z AUTO 10006KT 10SM CLR 26/20 A2995 RMK AO2 SLP145 T02610204 10305 20261 53003 $
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 1 |
Photographs from the investigation 4 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Main Wreckage
Photograph 2 – Left Side Empennage Damage
Photograph 3 – Left Side Empennage Damage
Photograph 4 – Fuel SelectorThe 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
6 documents, released by the NTSB on December 10, 2025. 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, 12 pages | View Download |
| 2 | Memorandum for the Record - FAA Inspector | PDF, 1 page | View Download |
| 3 | Excerpts from Maintenance Logbooks | PDF, 3 pages | View Download |
| 4 | Investigation Photographs | PDF, 5 pages · our copy | View Download |
| 5 | Engine Test Run Video (MP4, 17 Seconds, 2GB) | video | View Download |
| 6 | Statement of Party Representatives to NTSB Investigation | PDF, 10 pages | 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.