Piper PA23 accident near San Juan, Puerto Rico, June 2, 2020
On June 2, 2020 at about 5:33 pm local time, a 1971 Piper PA23, registered N14181, was substantially damaged in an accident during takeoff near San Juan, Puerto Rico (Fernando Luis Ribas Dominicci airport). It was a flight test under general aviation rules (Part 91). 2 people were killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s intentional operation of the airplane with known deficiencies of the left engine and subsequent in-flight loss of control after takeoff. Contributing to the loss of engine power was internal contamination of the left servo fuel injector. Contributing to the loss of control was the pilot’s intentional operation below the single engine rate of climb airspeed, and his failure to feather the left propeller.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 2, 2020 · about 5:33 pm local time
- Place
- San Juan, Puerto Rico · Fernando Luis Ribas Dominicci · map
- Type
- Accident
- Injuries
- 2 people were killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA23 250, built 1971 · all PA23s on the register
- Registration
- N14181 · no longer on the register · serial 27-4746
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot-rated passenger reported that before takeoff, the pilot performed an engine run-up with no discrepancies noted. During takeoff, when full power was applied, the airplane yawed abruptly to the left and the left engine was not producing full power. The pilot elected to continue the takeoff and immediately applied right rudder, right aileron and back pressure, similar to a crosswind soft field takeoff. The airplane climbed about 100 ft-per-minute at an indicated airspeed below the published single engine rate of climb airspeed. When the pilot reached to retract the hydraulically controlled landing gear, it failed to retract. The airplane then rolled left and impacted the water adjacent to the airport in an inverted nose-low attitude. The pilot-rated passenger, who was also a mechanic, stated that during a previous takeoff attempt, the pilot aborted the takeoff when the airplane yawed left after takeoff power was applied. While taxiing off the runway, the left engine quit. The pilot restarted the engine and taxied to the ramp. Following a visual inspection that revealed the left strut extension was more than the right, the pilot decided to attempt the takeoff again; it was during this subsequent takeoff that the accident occurred. Postaccident examination of the flight controls, right engine and its systems, and the left engine powertrain, fuel supply, and ignition systems revealed no evidence of preimpact failure or malfunction. A missing nylon throttle stop of the left servo fuel injector (fuel servo) was the likely reason why the left engine quit at idle, and internal contamination of it resulted in a decreased fuel flow of about 31% of the minimum required value at full throttle and full rich mixture. Once the contamination was removed the left fuel servo flowed within limits at full throttle and full rich mixture; the contaminant was not analyzed.
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
- Miscellaneous/other during initial climb
- Loss of control in flight during initial climb
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
- Loss of engine power (partial) during takeoff defining event
The NTSB's findings
- Aircraft › Aircraft power plant › Engine fuel and control › Fuel control/carburetor › Damaged/degraded
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Engine out control › Not attained/maintained
- Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- Aircraft › Aircraft systems › Landing gear system › Main landing gear › Incorrect use/operation
- Aircraft › Aircraft propeller/rotor › Propeller system › Propeller feather/reversing › Not used/operated
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 9,504 hours in all
- Last flight review: October 22, 2019
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: fatal
Pilot-Rated Passenger
- Certificate: private
- Ratings: single-engine land
- Flight time: 85 hours in all
- Medical certificate: Class 3 (waiver time limited special)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 6,094.9 hours
- Last inspection: annual inspection, August 23, 2019
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Lycoming IO-540-C4B5 (piston); 1,843 hours total
- Engine 2: Lycoming IO-540-C4B5 (piston); 0 hours total
- Operator: Isla Nena Air Service INC
The flight
- Departed from: TJIG San Juan PR at 5:32 pm
- Flight plan: not recorded
- Runway 09, 5,539 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 080° at 13 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft; scat at 4,000 ft
- Temperature: 86°F (30°C), dew point 75°F (24°C)
- Altimeter: 30.00 inHg
- Observation at 5:33 pm from TJIG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
22 documents, released by the NTSB on June 16, 2022. 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.
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.