Piper PA-31P accident near Fort Payne, Alabama, June 30, 2005
On June 30, 2005 at about 1:16 pm local time, a Piper PA-31P, registered N4200N, was substantially damaged in an accident near Fort Payne, Alabama (Isbell Field). It was an executive or corporate flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The loss of engine power due to the failure of the aft clamp connecting the turbocharger compressor outlet to the intercooler ducting which resulted in reduced aircraft performance during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 30, 2005 · about 1:16 pm local time
- Place
- Fort Payne, Alabama · Isbell Field · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-31P · all PA-31Ps on the register
- Registration
- N4200N · no longer on the register · serial 31P-7530006
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after liftoff, about 20 feet above the ground, the pilot noticed a drop in the right engine manifold pressure. As the airplane began a right roll, efforts by the pilot to arrest the roll failed. When the pilot decided to put the airplane back on the ground, the right wing collided with the ground, the airplane cart wheeled and came to rest on its belly and burst into flames. Examination of the wreckage site revealed the aircraft located approximately 200 feet on the northwest side of the runway 22 centerline. The left fuel tank was ruptured and the left side of the airplane was fire damaged. Further examination revealed that the right engine's aft clamp connecting the turbocharger compressor outlet to the intercooler piping was broken, and the coupling was not secured to the turbocharger assembly. The examination also revealed that the aft clamp used to secure the coupling to the turbocharger assembly was not a T-bolt style clamp but, a standard automotive adjustable clamp. According to the engine manufacturer, the intercooler assembly and associated systems were produced by American Aviation, Inc., as a Supplemental Type Certificate (STC) SE3800NM product. When the STC installation was accomplished on the accident airplane was not determined.
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; instrument: airplane
- Flight time: 1,486 hours in all; 79 in this make and model; 29 in the last 90 days; 4 in the last 30 days; 1,215 as pilot in command
- Last flight review: March 1, 2005
- Medical certificate: Class 1
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,022.5 hours
- Last inspection: annual inspection, February 1, 2005
- Maximum gross weight: 7,800 lb
- Seats: 7
- Landing gear: retractable
- Engine 1: Lycoming TIGO-541-E1A (piston); 0 hours total
- Engine 2: Lycoming TIGO-541-E1A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 4A9 Fort Payne AL at 1:15 pm
- Destination: GPT Gulfport MS
- Flight plan: IFR
- Runway 22, 5,001 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 3 statute miles
- Sky: broken clouds at 500 ft
- Temperature: 73°F (23°C), dew point 72°F (22°C)
- Altimeter: 30.03 inHg
- Observation at 1:20 pm from K4A9
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.