Piper PA-23 accident near Ft Pierce, Florida, June 20, 2005
On June 20, 2005 at about 3:10 pm local time, a Piper PA-23, registered N6886Y, was substantially damaged in an accident near Ft Pierce, Florida. It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's continued flight into known thunderstorm activity that resulted in the loss of control and the subsequent collision with water. A factor was the controller's failure to provide the pilot with convective intensity.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 20, 2005 · about 3:10 pm local time
- Place
- Ft Pierce, Florida · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23 · all PA-23s on the register
- Registration
- N6886Y · no longer on the register · serial 27-4236
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight departed Treasure Cay International Airport, Abaco Island, Bahamas en route to Ft. Pierce, Florida. The pilot contacted the Miami Air Route Traffic Control Center (ZMA) after departure from the Treasure Cay airport, and requested IFR clearance to Fort Pierce, Florida. The ZMA controller radar identified the airplane and issued clearance to Fort Pierce via direct Freeport, direct Fort Pierce, at 10,000 feet. The airplane traveled west along Grand Bahamas Island until reaching Freeport, and then turned northwest toward Fort Pierce. During interviews with air traffic controllers it was revealed that during the period that the airplane was on frequency broadcast SIGMET information relevant to the airplane's route of flight was transmitted. However both controllers stated that they observed precipitation return in the vicinity of the airplane's route, but they never advised the pilot of those observations. Radar data shows the airplane passing through an area of intense weather radar echoes containing thunderstorms with intense rain, up and downdrafts, at least moderate turbulence, horizontal wind gusts, and IMC conditions. The FAA order 7110.65, "Air Traffic Control," paragraph 2-6-4, "Weather and Chaf Services, " States: 2. Issue the level of echo intensity when that information is available.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 2,800 hours in all; 125 in the last 90 days
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 6,766.2 hours
- Last inspection: annual inspection, January 1, 2005
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Lycoming TIO-540 SER (piston); 0 hours total
- Engine 2: Lycoming TIO-540 SER (piston); 0 hours total
The flight
- Departed from: MYAT Abaco Island
- Destination: FPR Ft. Pierce FL
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 320° at 4 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 7,000 ft
- Temperature: 79°F (26°C), dew point 73°F (23°C)
- Altimeter: 30.01 inHg
- Observation at 2:53 pm from FPR, 60 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| 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.