Piper PA-23-160 accident near Milton, Florida, January 13, 2001
On January 13, 2001 at about 1:13 pm local time, a Piper PA-23-160, registered N2407M, was substantially damaged in an accident near Milton, Florida (Peter Prince Field Airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a loss of right engine power due to chaffed and frayed wiring on the right and left magnetos on the right engine resulting in a forced landing, an inadvertent stall, and subsequent impact with the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 13, 2001 · about 1:13 pm local time
- Place
- Milton, Florida · Peter Prince Field Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-160 · all PA-23-160s on the register
- Registration
- N2407M · no longer on the register · serial 23-1927
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Witnesses heard the engines sputtering as the airplane started its takeoff roll and accelerated on the runway. The flight reached an altitude of about 200 to 300 feet above ground level, when the right engine lost power. The pilot could not maintain altitude, he feathered the right engine, turned the airplane right about 100 degrees, and attempted a forced landing in a pasture. The landing gear was down and locked, the airplane stalled, and impacted the ground right wing and nose low. The investigation revealed sufficient fuel. Engine test runs revealed that both engines ran without discrepancies except for some intermittent roughness and missing during the right engine run. Examination of the right magneto revealed frayed and broken insulation on the "P" lead. Internal examination of left magneto revealed that the advance spark system wire was chaffed through and making some contact with the normal points circuit at the normal point condenser connection. It was determined by those present at the right engine run, that under running conditions, a possible grounding short of the normal points operation could have occurred at this location. At the time of the accident the pilot reported that he had a total flight time in all aircraft of about 2,960 hours. In addition, he reported 96 total hours in muti-engine aircraft, and 41 hours in this make and model.
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: airline transport pilot, commercial pilot, military
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,960 hours in all; 41 in this make and model; 1,950 as pilot in command
- Last flight review: May 5, 2000
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 1,302.9 hours
- Last inspection: annual inspection, January 13, 2000; 285.6 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming O-360-A1D (piston); 0 hours total
The flight
- Departed from: 2R4 Milton FL at 1:12 pm
- Destination: FXE Fort Lauderdale FL
- Flight plan: VFR
- Runway 36, 3,700 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 5 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 41°F (5°C), dew point 37°F (3°C)
- Altimeter: 30.23 inHg
- Observation at 1:53 pm from PNS, 10 miles away
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.
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.