Piper PA-28-180 accident near Milton, Florida, December 2, 2004
On December 2, 2004 at about 7:12 pm local time, a Piper PA-28-180, registered N7510W, was destroyed in an accident near Milton, Florida (Milton Santa Rosa 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 engine power due to fuel starvation as a result of the improper fuel selector position.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 2, 2004 · about 7:12 pm local time
- Place
- Milton, Florida · Milton Santa Rosa · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N7510W · no longer on the register · serial 28-2907
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the preflight was normal, fuel was "clear", no water was present, and he had approximately 35 gallons of fuel in the fuel tanks. He taxied to runway 36 and did an engine run-up prior to takeoff. He noted that the fuel selector was on the right fuel tank. He departed on runway 36, and shortly after liftoff the airplane engine started to run "rough", the pilot then switched the fuel tank selector to the left tank, he could not remember if the fuel tank selector was on a detent or not. He made a 180-degree turn to return back to the field and crashed 116 feet west of the north end of runway 18. The pilot added, during that time with the engine problem, he placed his right hand on the yoke and with the left hand he reached for the fuel selector slapping it to the left tank position. In the process he was leaning into and pulling on the yoke. With FAA oversight, Lycoming and Piper conducted examination of the airplane and engine. The airplane's engine examination revealed no indication of pre-impact anomalies or failure. The fuel lines were examined and no indication of fuel contamination was present. Fuel was found in all fuel lines forward of the gascolator on the firewall. The fuel tank selector was found in the off position. The FAA inspector stated that the witnesses who assisted with the accident recovery did not change the fuel selector position.
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: 5,700 hours in all; 348 in this make and model; 4 in the last 90 days; 3 in the last 30 days; 1,200 on instruments
- Last flight review: October 1, 2002
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,623.4 hours
- Last inspection: annual inspection, November 1, 2004; 2 hours since
- Maximum gross weight: 1,392 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A3A (piston); 0 hours total
The flight
- Departed from: 2R4 Milton FL at 7:12 pm
- Flight plan: none
- Runway 36, 3,700 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 7 statute miles
- Sky: overcast at 15,000 ft
- Temperature: 59°F (15°C), dew point 39°F (4°C)
- Altimeter: 30.13 inHg
- Observation at 6:55 pm from KNSE, 5 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.