Cessna 152 accident near Edgewater, Florida, March 26, 2000
On March 26, 2000 at about 8:30 pm local time, a Cessna 152, registered N757JE, was substantially damaged in an accident near Edgewater, Florida (Massey Ranch airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial loss of engine power due to undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 26, 2000 · about 8:30 pm local time
- Place
- Edgewater, Florida · Massey Ranch · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N757JE · no longer on the register · serial 15279770
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After takeoff, two-way communication with Daytona Beach Approach Control was unsuccessful; the flight returned for landing. After turning base, the engine did not respond to throttle input; attempts to restore engine power were unsuccessful. The pilot turned onto final approach and landed in trees .6 nautical mile from the runway. Examination of the carburetor revealed the inlet fitting was pulled from the throttle body assembly. Fuel leakage from the throat of the carburetor was noted when tested postaccident. The engine was started and operated at low power setting only due to damage. Bench testing and teardown of the carburetor after the engine run revealed no malfunction or discrepancies. The carburetor was repaired and installed on March 17, 2000; the airplane had accumulated 13.6 hours since then. While being flown from Oklahoma to Florida, during a refueling stop on one of the flights, fuel leakage from the throat of the carburetor was noted. A mechanic reported to the pilot that a stuck float may have caused the leakage and the airplane was safe to fly; no work was performed then to the carburetor. There were no further discrepancies pertaining to the carburetor during the remainder of the flights to Florida.
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: 2,111 hours in all; 50 in this make and model; 33 in the last 90 days; 33 in the last 30 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,851 hours
- Last inspection: annual inspection, March 17, 2000; 14 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
- Operator: International Wings, INC.
The flight
- Departed from: X50 at 8:15 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 290° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 6,000 ft
- Temperature: 81°F (27°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 8:53 pm from DAB, 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.