Piper PA 24-250 accident near Monroeville, Alabama, July 3, 2014
On July 3, 2014 at about 4:00 pm local time, a 1959 Piper PA 24-250, registered N5923P, was substantially damaged in an accident during approach (VFR go-around) near Monroeville, Alabama (Monroe County airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for reasons that could not be determined because postaccident examination of the engine and fuel system revealed no anomalies.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 3, 2014 · about 4:00 pm local time
- Place
- Monroeville, Alabama · Monroe County · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 24-250, built 1959 · all PA 24-250s on the register
- Registration
- N5923P · no longer on the register · serial 24-1010
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor reported that he and the pilot-rated passenger departed on a cross-country flight with 30 gallons of fuel in each of the two wing tanks. While the airplane was about 100 ft above the runway at the destination airport, the flight instructor applied full power to perform a go-around. When the airplane reached about 400 ft above ground level, the engine quit. The engine regained power briefly, but it then lost total power. The flight instructor subsequently conducted a forced landing, and the airplane impacted trees, which resulted in substantial damage to both wings and the fuselage. A postaccident examination of the airplane, engine, and fuel system revealed no malfunctions or anomalies. Although the airplane was operating in conditions conducive to serious carburetor icing at descent power at the time of the accident, it could not be determined if the power loss was a result of carburetor ice.
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
What happened, in order
- Unknown or undetermined during approach (VFR go-around) defining event
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Flight instructor
- Certificate: airline transport pilot, flight instructor, commercial pilot, military
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,435 hours in all; 9 in this make and model; 30 in the last 90 days; 2,703 as pilot in command; 906 on instruments
- Last flight review: May 22, 2013
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Pilot-Rated Passenger
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 820 hours in all; 650 in this make and model; 10 in the last 90 days; 700 as pilot in command
- Last flight review: May 27, 2014
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 5,132 hours
- Last inspection: annual inspection, November 8, 2013; 21 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540 A1A5 (piston); 5,111 hours total
The flight
- Departed from: EET Alabaster AL at 3:02 pm
- Destination: MVC Monroeville AL
- Flight plan: IFR
- Runway 03, 6,028 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 030° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 72°F (22°C)
- Altimeter: 30.07 inHg
- Observation at 3:53 pm from GZH, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
15 documents, released by the NTSB on March 30, 2015. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | FAA Inspector Statement | PDF, 2 pages | View Download |
| 3 | Record of Conversation - Pilot in Command | PDF, 2 pages | View Download |
| 4 | Pilot and Passenger Statements | PDF, 3 pages | View Download |
| 5 | Witness Statements | PDF, 3 pages | View Download |
| 6 | Engine Examination Report | PDF, 7 pages | View Download |
| 7 | Weather Report and Record | PDF, 3 pages | View Download |
| 8 | Excerpt from Engine Logbook | PDF, 1 page | View Download |
| 9 | NTSB Performance Calculations | PDF, 1 page | View Download |
| 10 | Piper PA-24-250 Fuel System | PDF, 2 pages | View Download |
| 11 | Piper PA-24-250 Engine Failure Emergency Procedures | PDF, 2 pages | View Download |
| 12 | Piper PA-24-250 Performance Charts | PDF, 2 pages | View Download |
| 13 | Release of Wreckage | PDF, 2 pages | View Download |
| 14 | Photo 1 - Airplane at Accident Site (Photo Courtesy of FAA) | PDF, 1 page | View Download |
| 15 | Photo 2 - Airplane at Recovery Facility (Photo Courtesy of FAA) | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.