Piper PA-32-300 accident near Marathon, Florida, February 2, 2001
On February 2, 2001, a Piper PA-32-300, registered N99WD, was destroyed in an accident near Marathon, Florida. It was a public-use flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot-in-command's lack of recent experience in instrument flight resulting in the pilot becoming spatially disoriented, and subsequent in-flight collision with water while descending.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 2, 2001
- Place
- Marathon, Florida · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N99WD · no longer on the register · serial 32-7540031
- Damage
- Destroyed
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The accident pilot was conducting a night intercept training mission with a Coast Guard airplane. The accident pilot stated that it was getting a bit hazy and informed the Coast Guard pilot that he would be breaking off and turning to the north to get separation for another intercept. The Coast Guard airplane accelerated and asked the accident pilot to proceed north at a slower airspeed to allow separation. The accident pilot responded I'm IMC maintaining 180 degrees. The Coast Guard pilot informed the accident pilot that they were well to the north and there was no conflict. There was no other radio communication with the accident pilot. Review of radar data revealed that the accident airplane continued south bound at 1,600 feet before making a slight left turn followed by a turn back to the right at 00:48:08. The airplane made another turn to the left and back to the right. AT 00:49:47, the airplane is observed to start a left turn, and stops on a north heading at 1,500 feet. At 00:50:47, the airplane is observed to start a right turn. The last recorded radar hit is at 00:51:08, at 1,500 feet. Examination of the airframe, flight controls, engine assembly and accessories , vacuum pump and flight instruments revealed no evidence of a precrash mechanical failure or malfunction. Review of the pilot's log book revealed the pilot was awarded an instrument rating on December 23, 2000, and had flown two flights consisting of .8 since obtaining the instrument rating.
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; instrument: airplane
- Flight time: 1,586 hours in all; 1,375 in this make and model; 166 in the last 90 days; 52 in the last 30 days; 1,414 as pilot in command
- Last flight review: December 23, 2000
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
Other crew
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 3,648 hours
- Last inspection: annual inspection, August 7, 2000; 338 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540-K1A5 (piston); 0 hours total
The flight
- Departed from: OPF Opa Locka FL at 11:30 pm
- Flight plan: none
Weather at the time
- Light: night, dark
- Wind: from 110° at 5 knots
- Visibility: 9 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 70°F (21°C)
- Altimeter: 30.12 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
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.