Cessna 152 accident near Edgewater, Maryland, June 15, 1997
On June 15, 1997 at about 9:05 pm local time, a Cessna 152, registered N93908, was destroyed in an accident near Edgewater, Maryland (Lee Airport). It was an instructional flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's excessive maneuver at a low altitude, and the flight instructor's inadequate supervision of the pilot, which resulted in an inadvertent stall/spin.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 15, 1997 · about 9:05 pm local time
- Place
- Edgewater, Maryland · Lee Airport · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N93908 · no longer on the register · serial 15285570
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to flying club records, the purpose of the flight was to complete an initial aircraft check for the pilot in the Cessna 152. The check was part of new member in-processing. The pilot was re-joining the flying club after a 9 year absence. The pilot had performed 3 previous takeoffs and landings prior to the accident takeoff. One witness described all four takeoffs as 'high performance.' Several witnesses described the accident takeoff in written statements. When the airplane reached an altitude of approximately 100 to 150 feet, they stated the airplane pitched up to an 'extremely' nose high attitude. Four witnesses described the pitch angle as '...well over 45 degrees...', '...45 to 60 degrees...', '...60 to 70 degrees up...', and '...60 degrees at least...'. Two witnesses described the pitch angle of the airplane as if it flew, left to right, across a clock face. Each said the nose was up at the '...one o'clock position.' Two witnesses said the airplane was '...just hanging on the prop.' Each pilot was airline transport rated with a combined flight experience of approximately 8,000 hours. Examination of the airplane did not disclose evidence of mechanical malfunction..
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,036 hours in all; 269 in this make and model; 1,791 as pilot in command; 765 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,449 hours
- Last inspection: annual inspection, April 1, 1997; 51 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: ANP MD at 8:10 pm
- Flight plan: VFR
- Runway 12, 2,505 ft by 48 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 7 statute miles
- Sky: scat at 4,000 ft
- Temperature: 75°F (24°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 8:55 pm from ADW, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.