Cessna 150L accident near Brooksville, Florida, February 28, 2000
On February 28, 2000 at about 8:12 pm local time, a Cessna 150L, registered N717NC, was substantially damaged in an accident near Brooksville, Florida (Pilot Country airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Total loss of engine power for undetermined reasons on appr oach for landing resulting in an in-flight collision with a dirt bank, separation of the main landing gear, and subsequent nose over. Contributing to the accident was carburetor icing conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 28, 2000 · about 8:12 pm local time
- Place
- Brooksville, Florida · Pilot Country · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150L · all 150Ls on the register
- Registration
- N717NC · registry record · serial 15074379
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated he applied carburetor heat abeam his inten ded landing touch down point. He turned base leg and increased power to clear the engine. The engine did not respond. The airplane collided with a berm/dirt bank and nosed over inverted. Examination of the airplane wreckage and carburetor air box revealed the carburetor heat and carburetor air box was in the off position. Examination of the engine assembly revealed no evidence of a mechanical malfunction. The engine assembly was removed and transported to an authorized repair facility for an engine run. The engine started, developed rated power and achieved takeoff power. Review of the Carburetor icing chart revealed the engine would encounter serious icing at descent power based on the weather conditions at the time of 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
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,830 hours in all; 1,073 in this make and model; 6 in the last 90 days; 6 in the last 30 days; 1,830 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 5,999 hours
- Last inspection: annual inspection, January 1, 2000; 78 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200A (piston); 0 hours total
The flight
- Departed from: X05 at 8:07 pm
- Flight plan: none
- Runway 36, 3,700 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 11 knots
- Visibility: 10 statute miles
- Sky: not recorded; scat at 4,000 ft
- Temperature: 81°F (27°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 7:56 pm from TPA
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.