Cessna 152 accident near Canal Point, Florida, April 7, 2007
On April 7, 2007 at about 4:39 pm local time, a Cessna 152, registered N46913, was substantially damaged in an accident near Canal Point, 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 pilot-in-command's incorrect leaning of the fuel/air ratio resulting in the total loss of engine power during cruise flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 7, 2007 · about 4:39 pm local time
- Place
- Canal Point, 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
- N46913 · no longer on the register · serial 15283143
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While flying at 1,200 to 1,300 feet, the pilot-in-command incorrectly leaned the fuel/air ratio to the point of total loss of engine power. She enrichened the fuel/air ratio but was unsuccessful in restoring engine power. She maneuvered for a forced landing in a field but the flight was too fast and too low. She overshot the intended field and landed on an unlevel surface in a sugarcane field. During the landing roll, the nosewheel impacted a hole causing the nose wheel to separate. The airplane then nosed over coming to rest inverted partially submerged in a water retention ditch. Damage to both wings, and the vertical stabilizer were noted. No determination was made as to the reason the engine did not resume power after adequate fuel/air ratio was provided.
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; instrument: airplane
- Last flight review: March 1, 2007
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: private
- Ratings: single-engine land
- Last flight review: January 1, 2007
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 10,176.2 hours
- Last inspection: 100-hour inspection, January 1, 2007; 76.5 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: KCOI Merritt Island FL at 2:30 pm
- Destination: KOBE Okeechobee FL
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 310° at 11 knots, gusting 16
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 41°F (5°C)
- Altimeter: 30.03 inHg
- Observation at 4:47 pm from KSUA, 24 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.