Piper PA-12 accident near Inverness, Florida, August 14, 2025
On August 14, 2025 at about 11:15 pm local time, a 1947 Piper PA-12, registered N4014M, was substantially damaged in an accident during takeoff near Inverness, Florida (Inverness Airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 14, 2025 · about 11:15 pm local time
- Place
- Inverness, Florida · Inverness Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-12, built 1947 · all PA-12s on the register
- Registration
- N4014M · registry record · serial 12-2892
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On August 14, 2025, about 1915 easter daylight time, a Piper-PA12, N4014M, was substantially damaged when it was involved in an accident near Pembroke Pines, Florida. The private pilot sustained serious injuries, and the passenger received a minor injury. The airplane was operated as a title 14 Code of Federal Regulations Part 91 instructional flight. The pilot and passenger reported that they were preparing to take off on runway 19. According to the pilot, the wind was from 240° at 5 knots. After the application of full power, the airplane began rolling down the runway. The tail lifted off the ground and the airplane immediately yawed to the left. Application of full right rudder was ineffective in correcting the yaw and the airplane departed the runway surface. The pilot reduced power but was unable to stop the airplane. The airplane impacted a sloped concrete and dirt berm, went airborne, then impacted an airport perimeter fence before coming to rest. The resulting impact resulted in substantial damage to the airframe and wings; the wing spar was broken, and the engine compartment was crushed and displaced aft. The wreckage was retained for further examination.
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
- Loss of control on ground during takeoff defining event
The aircraft
- Last inspection: annual inspection, May 1, 2025
- Maximum gross weight: 1,749 lb
- Seats: 2
- Landing gear: fixed
The flight
- Runway 19, 5,000 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 79°F (26°C)
- Altimeter: 30.02 inHg
- Observation at 7:15 pm from KINF, 1 miles away
Weather report (METAR): KINF 142315Z AUTO 00000KT 10SM 31/26 A3002 RMK AO2
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.