Piper PA-28-161 accident near Roseland, Florida, February 14, 1990
On February 14, 1990 at about 10:12 pm local time, a Piper PA-28-161, registered N8432P, was substantially damaged in an accident near Roseland, Florida (Sebastion Munci. airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE ENGINE FAILURE DUE TO FUEL STARVATION CAUSED BY A NEEDLE VALVE IN THE CARBURETOR WHICH ALLOWS FUEL TO ENTER THE CARBURETOR BOWL, STUCK IN THE CLOSED POSITION FOR UNDETERMINED REASONS RESULTING IN THE FORCED LANDING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 14, 1990 · about 10:12 pm local time
- Place
- Roseland, Florida · Sebastion Munci.
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-161 · all PA-28-161s on the register
- Registration
- N8432P · no longer on the register · serial 28-8116310
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE DESCENDING THROUGH 5,500 FROM 8,500 FT, PLT REPORTED THAT THE ENG LOST POWER. HE LEVELED OFF AT THE ALT & ATTEMPTED TO CORRECT THIS BUT WAS UNABLE. HE ELECTED TO CONTINUE TOWARD THE DEST BUT AFTER BEING ADVISED BY MIAMI CENTER THAT THE FLT WOULD NOT MAKE IT, ELECTED TO DIVERT TO AN ALTERNATE ARPT THAT WAS CLOSER. THE FLT WAS UNABLE TO LAND THERE. PLT ELECTED TO LAND ON A RD SHORT OF THE ARPT & DURING THE LANDING ROLL, THE ACFT COLLIDED WITH TREES, A FENCE & CAME TO REST WITH THE RT WING SEPARATED. AN ALTERNATE FUEL SUPPLY WAS CONNECTED FOR THE ENG RUN. AFTER IT STARTED IT WOULD ONLY RUN IF THE THROTTLE WERE PUMPED. WHILE IT WAS RUNNING, A MECHANIC TAPPED THE CARBURETOR BOWL AREA. THE ENG THEN OPERATED NORMALLY. CARBURETOR WAS REMOVED FOR FURTHER EXAM. EXAM OF IT REVEALED THE MOLDED CELLULAR FLOAT ABSORBED FUEL WHICH ALLOWED EXCESS FUEL INTO THE CARBURETOR BOWL. THE NEEDLE VALVE WAS EXAM. NO DETERMINATION COULD BE MADE AS TO WHY IT STUCK IN THE CLOSED POSITION AS INDICATED DURING THE ENG RUN.
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: 176 hours in all; 176 in this make and model; 71 in the last 90 days; 30 in the last 30 days; 80 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,090 hours
- Last inspection: 100-hour inspection, January 26, 1990; 65 hours since
- Maximum gross weight: 2,325 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D3G (piston); 0 hours total
- Operator: Pro Flite Of Vero, INC.
The flight
- Departed from: SAV Savannah GA at 7:15 pm
- Destination: VRB Vero Beach FL
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 120° at 12 knots
- Visibility: 10 statute miles
- Sky: scat at 2,000 ft
- Temperature: 75°F (24°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 9:51 pm from VRB, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.