Cessna 152 accident near Pensacola, Florida, October 3, 1999
On October 3, 1999 at about 3:04 am local time, a Cessna 152, registered N49508, was substantially damaged in an accident near Pensacola, Florida. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot to ensure the aircraft contained adequate fuel to complete the flight resulting in engine failure due to fuel exhaustion and damage to the aircraft during the subsequent forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 3, 1999 · about 3:04 am local time
- Place
- Pensacola, Florida · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N49508 · no longer on the register · serial 15283465
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and passenger did not check the fuel quantity prior to departure. While approaching the destination the engine began to fluctuate between 2,500 and 500 rpm. The pilot reported to controllers that he did have any fuel. The engine quit and the pilot attempted to make a forced landing in the parking lot of a shopping mall. The pilot then observed cars and made a forced landing on the roof of the mall. Post crash examination of the aircraft and crash site by FAA and Fire Department personnel showed the aircraft contained no usable fuel and there was no precrash or post crash fuel leakage from the aircraft. The carburetor was replaced and the engine was started and operated to full power with no evidence of failure or malfunction. Teardown examination of the accident carburetor showed no evidence of failure or malfunction. All fuel lines were unobstructed. The aircraft operator stated the aircraft had flown 4.5 flight hours since the last refueling and that the aircraft holds 24.5 gallons of usable fuel. They stated the aircraft consumes about 6 gallons of fuel per flight hour.
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
- Flight time: 125 hours in all; 7 in the last 90 days; 2 in the last 30 days; 40 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,959 hours
- Last inspection: annual inspection, August 23, 1999; 66 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: 4R9 Dauphin Island AL at 2:15 am
- Destination: PNS
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 050° at 4 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 4:15 am from PNS, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.