Piper PA-23-160 accident near Phenix City, Alabama, January 2, 2006
On January 2, 2006, a Piper PA-23-160, registered N4370P, was substantially damaged in an accident near Phenix City, Alabama. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries; 1 other was unhurt. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's inadequate decision to continue VFR flight into IMC conditions, which resulted in a loss of engine power due to fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 2, 2006
- Place
- Phenix City, Alabama · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries; 1 other was unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-23-160 · all PA-23-160s on the register
- Registration
- N4370P · no longer on the register · serial 23-1871
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot was on a visual flight rules cross country flight when he began encountering instrument conditions. The pilot continued into the instrument conditions for about 30 minutes before asking Atlanta Approach Control for directions to the nearest airport for landing. The controller directed the pilot to two different nearby airports but both were below minimums. The pilot informed the controller that he was low on fuel and needed to land as soon as possible. The controller directed the pilot to the Columbus Metropolitan Airport, Columbus, Georgia. The pilot told the controllers that he would attempt an Instrument approach. The pilot attempted four unsuccessful approaches with the controllers talking him through each approach. On the fifth approach, at five miles from the runway the pilot stated that both engine's quit due to fuel exhaustion. The pilot called "mayday" and during the forced landing the airplane collided with trees and the ground separating the right wing, half of the left wing, and coming to rest inverted. The pilot did not report any mechanical deficiencies with the airplane during the attempted approaches.
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: multi-engine land
- Flight time: 600 hours in all; 600 in this make and model; 30 in the last 90 days; 12 in the last 30 days; 600 as pilot in command
- Last flight review: February 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 4,071 hours
- Last inspection: annual inspection, March 1, 2005
- Maximum gross weight: 3,800 lb
- Seats: 5
- Landing gear: retractable
- Engine 1: Lycoming O-320 (piston); 0 hours total
- Engine 2: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: BKV Brooksville FL at 6:16 pm
- Destination: WDR Winder Barrow GA
- Flight plan: none
- Runway 5, 6,998 ft by 150 ft
Weather at the time
- Light: dusk
- Wind: from 070° at 6 knots
- Visibility: 1.5 statute miles
- Sky: overcast at 400 ft
- Temperature: 61°F (16°C), dew point 57°F (14°C)
- Altimeter: 29.97 inHg
- Observation at 8:58 pm from CSG, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.