Cessna 152 accident near Miami, Florida, November 12, 1998
On November 12, 1998 at about 5:50 pm local time, a Cessna 152, registered N48013, was substantially damaged in an accident near Miami, 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 loss of engine power due to a connecting rod failure for undetermined reasons. Contributing to the accident was the unsuitable terrain encountered during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 12, 1998 · about 5:50 pm local time
- Place
- Miami, 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
- N48013 · no longer on the register · serial 15283268
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff the pilot heard a sound then felt a vibration. She advised Air Traffic Control of the situation while turning to return, but the engine experienced a loss of power. She then maneuvered the airplane for a forced landing to a school field, and landed downwind farther than anticipated. The airplane bounced, and while airborne, collided with a fence, then collided with another fence and came to rest with the fuselage nearly vertical. Examination of the engine revealed sufficient quantity of engine oil. The cylinder walls of Nos. 1 and 3 cylinders were noted to be dry when the engine was examined 6 days later, and the No. 3 cylinder connecting rod was broken. No evidence of lack of lubrication was noted on the crankshaft journals. The No. 3 main bearing was noted to be extruded when examined. Examination of the recovered connecting rod components by the NTSB Metallurgical Laboratory revealed overstress failure to the components that did not exhibit mechanical damage to fracture surfaces. The thickness of a recovered bearing shell fragment was measured to be .019 to .022 inch; the specified thickness of the connecting rod bearing steel back is .056 to .066 inch.
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
- Flight time: 177 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,248 hours
- Last inspection: 100-hour inspection, September 24, 1998; 51 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
- Operator: Dean International, INC.
The flight
- Departed from: TMB at 10:45 pm
- Destination: PBI West Palm Beach FL
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 100° at 13 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 5:50 pm from TMB
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.