Cessna 152 accident near Kissimmee, Florida, January 29, 2000
On January 29, 2000 at about 11:52 pm local time, a Cessna 152, registered N94999, was substantially damaged in an accident near Kissimmee, Florida. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot to obtain winds aloft for the planned cross country flight with a preflight weather briefing and inadequate fuel consumption calculations performed by the pilot resulting in the total loss of engine power due to fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 29, 2000 · about 11:52 pm local time
- Place
- Kissimmee, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N94999 · no longer on the register · serial 15285834
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he only performed 'rough' fuel consumption calculations and did not obtain winds aloft for the 6 leg cross-country flight. After landing following the fifth leg, the pilot reportedly used a dipstick and determined that each tank contained approximately 1/2 capacity; 10 gallons of fuel were added. The flight departed at 1655, to return and while flying at 3,000 feet mean sea level, the engine began surging. The pilot declared an emergency at 1843, and executed a forced landing in a field. The airplane nosed over after touchdown. During recovery of the airplane a total of approximately 1/2 gallon of fuel was drained from the fuel tanks after removal of the wings. Post accident the fuel transmitters were examined with no evidence of preimpact failure or malfunction. The engine was started and operated to 1,700 rpm with no discrepancies noted; the engine was not operated higher due to safety concerns.
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: 73 hours in all; 29 in this make and model; 20 in the last 90 days; 16 in the last 30 days; 43 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,698 hours
- Last inspection: annual inspection; 98 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
- Operator: Orlando Flight Training, INC.
The flight
- Departed from: X01 Everglades FL at 9:55 pm
- Destination: ISM
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 100° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 59°F (15°C)
- Altimeter: 30.00 inHg
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.
Other NTSB records under N94999 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.