Piper PA-34-200 accident near Palm Coast, Florida, March 16, 2001
On March 16, 2001 at about 8:10 pm local time, a Piper PA-34-200, registered N44589, was destroyed in an accident near Palm Coast, Florida (Bunnell-Flagler County airport). It was an instructional flight under general aviation rules (Part 91). 3 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the second pilot's failure to maintain Vmc during a single engine approach resulting in a loss of control in flight and subsequent collision with objects and terrain during an uncontrolled descent. Contributing to the accident was the PIC turning the right engine fuel selector to the off position to simulate an engine failure, and the PIC's inadequate supervision of the second pilot.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 16, 2001 · about 8:10 pm local time
- Place
- Palm Coast, Florida · Bunnell-Flagler County · map
- Type
- Accident
- Injuries
- 3 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-200 · all PA-34-200s on the register
- Registration
- N44589 · no longer on the register · serial 34-7450213
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness, driving westbound, just east of the accident site, reported seeing the aircraft about 5 feet above the trees and heading south, southwest. According to the witness the airplane struck the trees on the east side of a four-lane road, then the median area between the south and northbound lanes. A post impact fire ensued. The pilot/passenger stated that on the downwind leg to runway 24, he observed the pilot-in-command/instructor "...turn the right engine fuel selector to the 'OFF' position," as they turned to "long final, very far from the runway." The flying pilot in the right front seat (second pilot), reduced power on the engines to start a descent, but did not realized he had an engine failure. The pilot/passenger further said, "...he could see the right engine fuel selector in the off position," and the airplane started to "lose" airspeed. He noted the stall warning light coming on, and he said, "...watch the speed...watch the speed." He heard the PIC say to the second pilot, "...he's right, watch the speed." After a few seconds they realized that the airplane was descending "faster" than it was supposed to and the PIC started to shout "Speed...Speed." The PIC took control of the airplane in an attempt to recover from the descent, but the airplane impacted the trees and road. Due to the degree of injury to all three occupants, none were able to talk with investigators; however, the PIC's wife revealed to the NTSB investigator-in-charge that her husband told her there were "...no mechanical problems with the airframe or engines." Examination of the wreckage confirmed that the right engine fuel selector was in the "OFF" position in the cockpit and at the wing selector valve. The right propeller was found in the "feathered" position. No visual pre-impact discrepancies were noted on the airframe, flight controls or engines. An FAA inspector stated that the FAA has determined that the pilot that was seated in the left front seat at the time of the accident was the pilot-in-command/instructor.
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 (unmanned)
- Certificate: flight instructor, commercial pilot, private
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 7,000 hours in all; 5,000 in this make and model; 6,900 as pilot in command; 6,000 on instruments
- Last flight review: March 31, 2000
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 500 hours in all; 25 in this make and model; 500 as pilot in command; 230 on instruments
- Last flight review: January 29, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 13,220.4 hours
- Last inspection: 100-hour inspection, February 18, 2001; 74.8 hours since
- Maximum gross weight: 4,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming L/IO-360-C1E6 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: DAB Datona Beach FL at 6:30 pm
- Flight plan: none
- Runway 24, 5,000 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 260° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,500 ft
- Temperature: 79°F (26°C), dew point 70°F (21°C)
- Altimeter: 29.90 inHg
- Observation at 7:56 pm from DAB, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 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.
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.