Piper PA-28-151 accident near Kissimmee, Florida, April 15, 1996
On April 15, 1996 at about 3:38 am local time, a Piper PA-28-151, registered N6902F, was destroyed in an accident near Kissimmee, Florida (Kissimmee airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper planning/decision, which resulted in fuel starvation and a forced landing in a residential area. A factor relating to the accident was: the inaccuracy of the expected fuel consumption.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 15, 1996 · about 3:38 am local time
- Place
- Kissimmee, Florida · Kissimmee · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-151 · all PA-28-151s on the register
- Registration
- N6902F · no longer on the register · serial 28-7715186
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Before departing on a cross-country flight, the airplane was 'topped off' with 40 gallons of fuel. However, during arrival at the destination, when it was on base leg for landing, the engine began running rough and lost power. The pilot said she could not recall details about the accident, but she wrote , '[I] went through [the] emergency procedures, and...put the fuel pump on, switched the fuel selector valve to the other tank....' During a forced landing, the airplane struck a tree and crashed in a residential area about 2,000' short of the runway. The flight was 4 hours and 20 minutes (4.3) in duration. Based on her flight planning, the pilot believed that she had '6 hours' of fuel available for the flight. The fuel selector was found positioned to the right tank, and the fuel boost pump was found in the 'OFF' position. About 1 pint of fuel was drained from the right fuel tank; about four gallons of fuel were drained from the left fuel tank. Total fuel capacity of the airplane was 50 gallons, of which, 48 gallons were considered to be usable fuel. No fuel spillage was noted at the crash site, and no breaches were found throughout the fuel system. Examination of the engine and fuel system did not reveal any discrepancies that would have resulted in loss of engine power.
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: 245 hours in all; 160 in this make and model; 45 in the last 90 days; 142 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,029 hours
- Last inspection: annual inspection, February 15, 1996; 94 hours since
- Maximum gross weight: 2,325 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 0 hours total
The flight
- Departed from: CRE N Myrtle Beech SC at 11:18 pm
- Destination: ISM
- Flight plan: VFR
- Runway 24, 5,000 ft by 150 ft
Weather at the time
- Light: night, bright
- Wind: from 150° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 2:50 am from MCO, 20 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.