Piper PA-24-260 accident near New Orleans, Louisiana, November 20, 1999
On November 20, 1999 at about 11:18 pm local time, a Piper PA-24-260, registered N8825P, was destroyed in an accident near New Orleans, Louisiana (Lakefront airport). It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain aircraft control which resulted in a stall/spin. A contributing factor was the dusk light condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 20, 1999 · about 11:18 pm local time
- Place
- New Orleans, Louisiana · Lakefront · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-260 · all PA-24-260s on the register
- Registration
- N8825P · no longer on the register · serial 24-4281
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was number two in line behind traffic on a right base for runway 36R. The local controller asked the pilot if the visibility was hazy. The pilot replied, 'no it's not hazy uh it's just uh twilight (unintelligible) time.' When it appeared that the accident aircraft was lining up with runway 27, the local controller asked the pilot what his intentions were. The pilot advised local control that he would be turning downwind for runway 36R, but the local controller instructed him to turn right and enter a right base for runway 36R. The local controller asked the pilot if he had the runway in sight. The pilot replied 'roger.' A witness observed the aircraft flying slow at about 200 feet agl, with the wings level. The aircraft began a bank to the left and then a bank to the right. Then the aircraft's nose dropped, and it entered a left turn and descended from view. The airplane impacted the ground in a nose down attitude, and a fire erupted, which consumed the cockpit/cabin area. No structural or mechanical anomalies were observed during the post accident examination of the airplane.
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: single-engine land
- Flight time: 1,600 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,253 hours
- Last inspection: annual inspection, April 15, 1999; 99 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-D4A5 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 2R4 Milton FL at 10:10 pm
- Destination: NEW LA
- Flight plan: none
- Runway 36R, 3,699 ft by 75 ft
Weather at the time
- Light: dusk
- Wind: from 330° at 6 knots
- Visibility: 9 statute miles
- Sky: overcast at 9,000 ft; scat at 4,500 ft
- Temperature: 70°F (21°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 11:29 pm from NEW, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.