Cessna 172N and Cessna 152 mid-air collision near Ochopee, Florida, September 24, 1989
On September 24, 1989 at about 1:35 pm local time, 2 aircraft, Cessna 172N (N1063F) and Cessna 152 (N80587), were involved in a mid-air collision near Ochopee, Florida. 2 people were killed; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE OF THE PILOTS OF BOTH AIRPLANES TO SEE AND AVOID EACH OTHER WHILE MANUEVERING.
THE FAILURE OF THE PILOTS OF BOTH AIRPLANES TO SEE AND AVOID EACH OTHER WHILE MANEUVERING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 24, 1989 · about 1:35 pm local time
- Place
- Ochopee, Florida
- Type
- Accident · mid-air collision
- Injuries
- 2 people were killed; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 172N · all 172Ns on the register
- Registration
- N1063F · no longer on the register · serial 17272941
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 152 · all 152s on the register
- Registration
- N80587 · registry record · serial 15285366
- Damage
- Minor damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 172N final · quoted from the NTSB record
N80587 MANUEVERED AROUND THE OBSERVATION TOWER AT SHARK VALLEY AT AN ALTITUDE OF 600 FEET. THE FLIGHT THEN DEPARTED THE AREA CLIMBING TOWARD THE SOUTHEAST AT 100 KNOTS. N1063F WAS PERFORMING SLOW FLIGHT WITH FULL FLAPS EXTENDED AT APPROXIMATELY 800 FEET AND A SOUTHWESTERLY HEADING. AS THE RADAR TARGETS OF BOTH AIRPLANES CROSSED, N1063F TURNED TOWARD THE WEST AND BEGAN TO FLY AN ERRATIC PATH. N80587 CONTINUED TO CLIMB NORMALLY AND RETURNED TO THE TAMIAMI AIRPORT FOR LANDING. N1063F WAS LOST FROM RADAR ONE MINUTE LATER. A TIRE MARK ON THE UPPER INBOARD AREA OF THE RIGHT WING OF N1063F WAS FOUND WHICH BEST MATCHES THE LEFT MAIN TIRE OF N80587. THE REAR WING SPAR OF N1063F FAILED IN THE AREA OF THE TIRE MARK AND THE AIRPLANE EXPERIENCED INFLIGHT SEPARATION OF THE WINGS. THE PILOT OF N80587 DID NOT RECALL COLLIDING WITH ANOTHER AIRPLANE OR ANY EVENT THAT WOULD SUGGEST THIS. HE PASSED A POLYGRAPH TEST TO THAT EFFECT.
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 NTSB's narrative for the Cessna 152 final · quoted from the NTSB record
N80587 MANUEVERED AROUND THE OBSERVATION TOWER AT SHARK VALLEY AT AN ALTITUDE OF 600 FEET. THE FLIGHT THEN DEPARTED THE AREA CLIMBING TOWARD THE SOUTHEAST AT 100 KNOTS. N1063F WAS PERFORMING SLOW FLIGHT WITH FULL FLAPS EXTENDED AT APPROXIMATELY 800 FEET AND A SOUTHWESTERLY HEADING. AS THE RADAR TARGETS OF BOTH AIRPLANES CROSSED, N1063F TURNED TOWARD THE WEST AND BEGAN TO FLY AN ERRATIC PATH. N80587 CONTINUED TO CLIMB NORMALLY AND RETURNED TO THE TAMIAMI AIRPORT FOR LANDING. N1063F WAS LOST FROM RADAR ONE MINUTE LATER. A TIRE MARK ON THE UPPER INBOARD AREA OF THE RIGHT WING OF N1063F WAS FOUND WHICH BEST MATCHES THE LEFT MAIN TIRE OF N80587. THE REAR WING SPAR OF N1063F FAILED IN THE AREA OF THE TIRE MARK AND THE AIRPLANE EXPERIENCED INFLIGHT SEPARATION OF THE WINGS. THE PILOT OF N80587 DID NOT RECALL COLLIDING WITH ANOTHER AIRPLANE OR ANY EVENT THAT WOULD SUGGEST THIS. HE PASSED A POLYGRAPH TEST TO THAT EFFECT
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 for the Cessna 172N from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 27,267 hours in all; 1,500 in this make and model; 53 in the last 90 days; 18 in the last 30 days; 2,472 as pilot in command; 610 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,682 hours
- Last inspection: 100-hour inspection, July 25, 1989; 85 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
The flight
- Departed from: IMB Miami FL at 1:17 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 140° at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 2,500 ft
- Temperature: 90°F (32°C), dew point 75°F (24°C)
- Altimeter: 29.00 inHg
- Observation at 1:46 pm from TMB, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
The factual record for the Cessna 152 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: student
- Flight time: 24 hours in all; 24 in this make and model; 24 in the last 90 days; 20 in the last 30 days; 2 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,032 hours
- Last inspection: annual inspection
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: IMB Miami FL at 1:15 pm
- Flight plan: none
- Runway 0
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.