Cessna 172P accident near Osteen, Florida, February 25, 2003
On February 25, 2003 at about 10:51 pm local time, a Cessna 172P, registered N97890, was destroyed in an accident near Osteen, 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 intentional suicidal act by the pilot-in-command resulting in the in-flight collision with trees then the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 25, 2003 · about 10:51 pm local time
- Place
- Osteen, Florida · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172P · all 172Ps on the register
- Registration
- N97890 · no longer on the register · serial 1726238
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight departed with full fuel tanks, proceeded eastbound then northwest bound and when the flight was east-northeast of the departure airport, the pilot performed approximately four 360-degree turns to the left. During each orbit, the airplane moved closer to the departure airport. The last recorded radar target at 600 feet was located at 28 degrees 49.1 minutes North latitude and 081 degrees 01.73 minutes West longitude. The airplane crashed in a wooded area during daylight hours, the crash site was located approximately 061 degrees and .66 nautical mile from the last radar target. The ELT activated, and a search for the airplane was initiated by the Civil Air Patrol, and local law enforcement. The wreckage was spotted 10 hours and 44 minutes after the time of the accident. The fuselage and wings were fragmented. All components necessary to sustain flight were attached or located in close proximity to the accident site. The flaps were retracted. Examination of the flight controls revealed no evidence of preimpact failure or malfunction. Following recovery the engine was placed on a test stand, and with a replacement propeller installed, the engine was started and operated to 2,300 rpm; the rpm drop during each magneto check was between 100 and 150 rpm. The autopsy report indicates the manner of death as "suicide."
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: commercial pilot, private
- Ratings: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 536 hours in all; 83 in this make and model; 254 as pilot in command
- Last flight review: December 17, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 10,615.5 hours
- Last inspection: annual inspection, January 14, 2003; 70.2 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D2J (piston); 0 hours total
The flight
- Departed from: KSFB Sanford FL at 10:34 pm
- Destination: KEVB New Smyrna Bch FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 060° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 5,000 ft
- Temperature: 72°F (22°C), dew point 61°F (16°C)
- Altimeter: 30.06 inHg
- Observation at 10:53 pm from KSFB, 12 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.
Other NTSB records under N97890 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.