Piper PA-23-250 accident near Atlantic Ocean, AO, April 21, 2007
On April 21, 2007 at about 1:10 pm local time, a Piper PA-23-250, registered N4TR, was destroyed in an accident near Atlantic Ocean, AO. It was a personal flight under general aviation rules (Part 91). 5 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's continued visual flight rules flight into known adverse weather conditions, resulting in an in-flight loss of aircraft control. Contributing to the accident were thunderstorms.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 21, 2007 · about 1:10 pm local time
- Place
- Atlantic Ocean, AO · map
- Type
- Accident
- Injuries
- 5 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N4TR · registry record · serial 27-3111
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The non-instrument rated pilot received a weather briefing 30-minutes prior to departure, in which he was informed that the remains of a low pressure system was in the area of the Northern Bahamas and that some showers associated with the remains were present along the coast of Florida. The weather was moving to the south and that locally there were some heavy weather returns, generally 10 miles or less. The flight departed and the pilot was instructed to maintain visual flight rules conditions. When cleared to climb to his cruising altitude the pilot stated that he was going to stay around 2,500 feet for he had some weather in front of him. The pilot was told to contact another controller and when contact was made, the pilot reported he was at 4,000 feet, climbing to his cruise altitude. No further transmissions were received from the pilot and shortly thereafter the flight was lost from radar contact. Air traffic control radar data overlaid with weather radar data showed the flight entered a line of weather containing Video Integrator Processor Level 4 thunderstorms just prior to being lost from radar. A debris field was located on the ocean by a Coast Guard helicopter about 95 minutes after the accident. The field contained aircraft and human remains and a jacket being carried by one of the airplanes occupants was recovered.
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: multi-engine land; single-engine land
- Flight time: 240 hours in all; 150 in this make and model; 160 as pilot in command
- Last flight review: December 1, 2006
- Medical certificate: Class 3
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 3,544 hours
- Last inspection: annual inspection, March 1, 2006; 150 hours since
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-C4B5 (piston); 0 hours total
The flight
- Departed from: KFXE Fort Lauderdale FL at 12:57 pm
- Destination: MYAF Andros Island
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 060° at 11 knots
- Visibility: 10 statute miles
- Sky: overcast at 7,500 ft
- Temperature: 75°F (24°C), dew point 61°F (16°C)
- Altimeter: 30.03 inHg
- Observation at 12:53 pm from KFLL, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.