Cessna 172N accident near Fort Lauderdale, Florida, November 7, 1998
On November 7, 1998 at about 2:11 am local time, a Cessna 172N, registered N1901S, was substantially damaged in an accident near Fort Lauderdale, Florida (Fort Lauderdale Executive airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot-in-command to note that the flaps did not retract while the pilot-rated student performed a touch-and-go landing on a 6,001 foot-long runway. Factors in the accident were the total failure of the flap system for undetermined reasons and the operation of the airplane in an overgross weight condition by the pilot-in-command (CFI).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 7, 1998 · about 2:11 am local time
- Place
- Fort Lauderdale, Florida · Fort Lauderdale Executive · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N1901S · registry record · serial 17267660
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight departed, performed airwork, then executed a practice ILS approach to the runway. After touchdown about 2,000 feet down the 6,001 foot long runway with the flaps fully extended, the pilot-rated student performed a touch-and-go landing and placed the flap selector to the 'up' position. The flight continued and climbed to about 100 feet where while flying near the departure end of the runway, the CFI noted that the airspeed was not increasing. One of the rear seat occupants advised him that the flaps failed to retract and unable to maintain altitude, the CFI maneuvered the airplane for a forced landing on a road. While flaring for landing, the left elevator contacted the roof of a vehicle. The airplane then touched down, collided with a light pole, and came to rest upright. Post accident examination of the airplane revealed that the flap circuit breaker was popped; no determination could be made as to the reason for flap malfunction. The flaps were determined to be fully extended and the airplane was about 39 pounds over gross weight at the time of the accident.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 375 hours in all; 180 in this make and model; 118 in the last 90 days; 5 in the last 30 days; 330 as pilot in command; 41 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,961 hours
- Last inspection: 100-hour inspection, October 30, 1998; 17 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
- Operator: Dolphin Holiday Flying Club
The flight
- Departed from: FXE at 1:30 am
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, bright
- Wind: from 320° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 1:53 am from FXE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 2 |
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.