Piper PA32-260 accident near Marathon, Florida, December 13, 2007
On December 13, 2007 at about 1:30 pm local time, a Piper PA32-260, registered N801VC, was substantially damaged in an accident near Marathon, Florida (The Florida Keys Marathon Airp airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 13, 2007 · about 1:30 pm local time
- Place
- Marathon, Florida · The Florida Keys Marathon Airp · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA32-260 · all PA32-260s on the register
- Registration
- N801VC · no longer on the register · serial 32-674
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While returning to the airport following practice maneuvers, at a cruise altitude of about 1,000 feet above ground level, the engine lost power. The pilot announced the loss of engine power over the Unicom radio frequency and successfully ditched the airplane shortly afterwards. Examination of the airplane revealed that the carburetor heat control cable was not connected. The examination did not reveal any evidence that the pilot applied carburetor heat prior to the loss of engine power, nor did the pilot's or passenger's written statements reference its use. About the time of the accident, the temperature was recorded as 75 degrees Fahrenheit (F), and the dew point as 72 degrees F. This combination of temperature and dew point created the possibility for carburetor icing, but given the flight profile at the time it was not likely associated with the loss of engine power. Other than the disconnected carburetor heat cable, no other airworthiness issues that could be associated with the accident were identified.
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
- Flight time: 750 hours in all; 79 in this make and model; 3 in the last 90 days; 1 in the last 30 days; 750 as pilot in command
- Last flight review: July 18, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,679 hours
- Last inspection: annual inspection, May 1, 2007; 56.2 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Departed from: MTH Marathon FL at 12:45 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 080° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,300 ft
- Temperature: 75°F (24°C), dew point 72°F (22°C)
- Altimeter: 30.07 inHg
- Observation at 1:02 pm from MTH, 5 miles away
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.