Piper PA-32RT-300T accident near Fort Lauderdale, Florida, December 13, 1999
On December 13, 1999 at about 8:04 pm local time, a Piper PA-32RT-300T, registered N21312, was substantially damaged in an accident near Fort Lauderdale, Florida. It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot to maintain minimum flying airspeed, (Vso) during takeoff following a partial loss of engine power resulting in the aircraft stalling, an uncontrolled descent, and collision with trees. A factor in the accident was the failure of the right-hand magneto condenser and the pilot's operation of the aircraft in excess of its maximum gross takeoff weight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 13, 1999 · about 8:04 pm local time
- Place
- Fort Lauderdale, Florida · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32RT-300T PA-32RT-30 · all PA-32RT-300Ts on the register
- Registration
- N21312 · no longer on the register · serial 32R7887199
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
At about 150 feet agl, during takeoff climb, the flight experienced a partial engine power loss due to an intermittently operative right-hand magneto condenser. The pilot stated the airplane stalled and collided with trees, eventually coming to rest partially submerged in a marina basin. Disassembly examination of the core engine and all fuel components revealed no mechanical abnormalities. Bench testing and disassembly examination of the right-hand magneto condenser revealed no damage attributable to the submersion and a short to ground that would have rendered the magneto inoperative. Using the pilot's estimate of fuel aboard, the occupant's weights, and the FAA's estimate of the baggage and cargo aboard, computations revealed the aircraft was about 272 pounds over maximum gross takeoff weight. The pilot was not BFR current, nor was the conversion to a three-bladed propeller properly documented in the maintenance records.
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: 723 hours in all; 222 in this make and model; 113 in the last 90 days; 28 in the last 30 days; 723 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,997 hours
- Last inspection: annual inspection, June 2, 1999; 266 hours since
- Maximum gross weight: 3,600 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 0 hours total
The flight
- Departed from: FLL Ft.Lauderdale FL at 8:00 pm
- Destination: MYAW Walkers Cay OF
- Flight plan: VFR
- Runway 27L, 5,276 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 14 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft; scat at 3,500 ft
- Temperature: 82°F (28°C), dew point 66°F (19°C)
- Altimeter: 29.00 inHg
- Observation at 8:30 pm from FLL, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.
Other NTSB records under N21312 the same tail number, which may have belonged to a different aircraft at the time
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.