Cessna 152 accident near Tamarac, Florida, November 2, 1999
On November 2, 1999 at about 4:37 pm local time, a Cessna 152, registered N924JH, was destroyed in an accident near Tamarac, Florida. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain airspeed resulting in the airplane stalling and entering a spin to the left at an inadequate altitude and his failure to apply spin recovery emergency procedures prior to the airplane impacting the swamp.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 2, 1999 · about 4:37 pm local time
- Place
- Tamarac, Florida · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N924JH · registry record · serial 15284781
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness stated he was flying southbound en route to FXE at about 1,000 feet and he observed the accident airplane about 200 to 300 feet below the 2,000-foot ceiling, in an extreme nose-high attitude. He observed the accident airplane roll to the left, pitch nose down and descend in a spin to the left, colliding with the Everglades. Postcrash examination of the aircraft structure, flight controls, engine and propeller showed no evidence of precrash mechanical failure or malfunction. The Information Manual for the Cessna 152, Section 4, Normal Procedures, states that spin entries should be accomplished at a high enough altitude so that recoveries are completed 4,000 or more above ground level. The manual further states that at least 1,000 feet of altitude loss should be allowed for a 1-turn spin and recovery, and that in any case, entries should be planned so that recoveries are completed at least 1,500 feet above 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
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 124 hours in all; 78 in this make and model; 8 in the last 90 days; 8 in the last 30 days; 23 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,963 hours
- Last inspection: annual inspection, October 18, 1999; 39 hours since
- Maximum gross weight: 1,675 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming 152 (piston); 0 hours total
- Operator: Ramz Enterprises
The flight
- Departed from: FXE Ft. Lauderdale FL at 4:13 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 10 knots
- Visibility: 10 statute miles
- Sky: overcast; scat at 1,400 ft
- Temperature: 81°F (27°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 4:53 pm from FXE, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
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.