Cessna 402C accident near Fort Lauderdale, Florida, August 12, 1989
On August 12, 1989 at about 4:27 pm local time, a Cessna 402C, registered N5851C, was substantially damaged in an accident near Fort Lauderdale, Florida. It was a positioning 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 FAILURE OF THE PILOT TO POSITION THE AUXILIARY PUMP TO LOW FOR TAKEOFF, COMPUNDED BY IMPROPER PROCUDERES USED DURING THE RESULTANT IN-FLIGHT EMERGENCY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 12, 1989 · about 4:27 pm local time
- Place
- Fort Lauderdale, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 402C · all 402Cs on the register
- Registration
- N5851C · no longer on the register · serial 402C0053
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
SHORTLY AFTER TAKEOFF, THE PLT WAS ADVISED BY TWR PERSONNEL THAT BOTH ENG'S WERE TRAILING SMOKE. A WITNESS DESCRIBED THE SMOKE OR VAPOR AS BLACK IN COLOR. THIS IS INDICATIVE OF A RICH MIXTURE. THE PLT THEN REPORTED THAT THE RT ENG LOST POWER & ATTEMPTS TO CORRECT WERE UNSUCCESSFUL. HE THEN SECURED THE ENG & RETURNED TO LAND. AFTER TURNING BASE & LOWERING 15 DEG FLAPS & THE LANDING GEAR, HE REPORTED THE LT ENG LOST POWER. DURING THE DESCENT THE ACFT COLLIDED WITH TREES BEFORE COMING TO REST IN A CANAL SHORT OF THE RWY. THE ACFT WAS RECOVERED & BOTH ENG'S RAN & OPERATED NORMALLY. THE RT ENG AUX PUMP OPS CHECKED GOOD. THE LT ENG AUX PUMP WAS INOP DUE TO IMPACT DAMAGE. THE PLT STATED THE AUX PUMPS WERE OFF DURING TAKEOFF. ACCORDING TO THE FLT MANUAL. THE PUMPS SHOULD BE POSITIONED TO LOW FOR TAKEOFF & VAPOR CLEARING, WHICH IS EVIDENCED BY A 'NERVOUS' FUEL FLOW NEEDLE.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,000 hours in all; 1,200 in this make and model; 22 in the last 90 days; 5,759 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 12,986 hours
- Last inspection: annual inspection, June 19, 1989; 48 hours since
- Maximum gross weight: 6,350 lb
- Seats: 10
- Landing gear: retractable
- Engine: Continental TSIO-520-VB (piston); 0 hours total
The flight
- Destination: MYBS Bimini OF
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 110° at 9 knots
- Visibility: 15 statute miles
- Sky: scat at 2,000 ft
- Temperature: 86°F (30°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 4:27 pm from FLL
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.