North American NA-64 accident near Clearwater, Florida, February 24, 2000
On February 24, 2000 at about 11:24 pm local time, a North American NA-64, registered N64WP, was substantially damaged in an accident near Clearwater, Florida. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power due to fuel starvation for und etermined reasons. This resulted in a forced landing to none suitable terrain, and a subsequent in-flight collision with trees and terrain.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 24, 2000 · about 11:24 pm local time · cases in 2000
- Place
- Clearwater, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- North American NA-64 · all NA-64s on the register
- Registration
- N64WP · registry record · serial 64-3018
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot entered downwind for landing. Upon turning final, the airplane experienced a total loss of engine power resulting in a forced landing to none suitable terrain and subsequent in-flight collision with trees and terrain. Examination of the engine assembly and accessories revealed a total loss of engine power due to fuel starvation for undetermined reasons.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,250 hours in all; 11 in this make and model; 32 in the last 90 days; 18 in the last 30 days; 1,100 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 2,200 hours
- Last inspection: annual inspection, April 5, 1999; 70 hours since
- Maximum gross weight: 4,470 lb
- Seats: 2
- Landing gear: fixed
- Engine: Wright R975-28 (piston); 0 hours total
The flight
- Departed from: BKV Brooksville FL at 10:55 pm
- Destination: CLW
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 340° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 5,000 ft; not recorded
- Temperature: 73°F (23°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 11:23 pm from PIE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.
Connections how this case links to the rest of the register
- N64WP on the register today · the tail number may have moved to another aircraft since
- North American NA-64 9 registered today · the model family and its accident history
- North American 1,297 aircraft on the register
- Engine: Wright R975-28 3 aircraft carry this series today · as the NTSB recorded it
- Brooksville-Tampa Bay Regional · departed from
- Clearwater Executive · bound for
- Accidents and incidents in Florida 6,111 since 1982 · 984 in the last ten years
- Florida 21,709 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/MIA00LA094.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.