Piper PA-23 accident near Tampa, Florida, January 6, 1993
On January 6, 1993 at about 5:12 am local time, a Piper PA-23, registered N1439P, was substantially damaged in an accident near Tampa, Florida (Tampa International airport). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
POOR IN-FLIGHT PLANNING/DECISION BY THE CFI RESULTING IN THE TOTAL LOSS OF ENGINE POWER FROM BOTH ENGINES DUE TO FUEL EXHAUSTION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 6, 1993 · about 5:12 am local time
- Place
- Tampa, Florida · Tampa International
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-23 · all PA-23s on the register
- Registration
- N1439P · no longer on the register · serial 23-498
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PVT-RATED STUDENT RECEIVED A WX BRIEFING BEFORE THE FLT & WAS ADVISED THAT FOG WAS FORECAST TO EXIST AT THE DESTINATION AT THE ESTIMATED TIME OF ARRIVAL. THE ESTIMATED TIME EN ROUTE WAS 3 HRS WITH 4 HRS OF FUEL ON BOARD. THE FLT DEPARTED AT 2027. THE FLT WAS CLEARED FOR AN ILS APPROACH & THE CFI LET THE STUDENT FLY PART OF THE APPROACH BUT TOOK CONTROL & PERFORMED A MISSED APPROACH AT MINIMUMS. THE FLIGHT WAS CLEARED FOR ANOTHER ILS APCH WHICH TERMINATED WITH A MISSED APCH. THE FLT THEN REQUESTED CLEARANCE TO A NEARBY ARPT. THE FLT WAS CLEARED FOR AN ILS APCH, & WHEN IT WAS INBOUND ON THE FINAL APPROACH, THE TOWER CONTROLLER WAS ADVISED THAT AN ENGINE QUIT AND THEY WERE 'OUTTA FUEL.' THE AIRPLANE WAS THEN DITCHED NEAR A BRIDGE & ALL OCCUPANTS EXITED THE AIRPLANE BEFORE IT SANK. THE AIRPLANE WAS RECOVERED 5 DAYS AFTER THE ACCIDENT & THE FUEL TANKS WERE DRAINED WHICH REVEALED THE LT TANK DID NOT CONTAIN ANY FUEL. THE RT FUEL TANK CONTAINED ABOUT 8 OUNCES OF FUEL. THE ACCIDENT OCCURRED AT 0012, APPROXIMATELY 3 HRS 45 MINUTES AFTER TAKEOFF.
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, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,550 hours in all; 200 in this make and model; 85 in the last 90 days; 30 in the last 30 days; 2,420 as pilot in command; 2,130 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,095 hours
- Last inspection: 100-hour inspection, December 20, 1992; 18 hours since
- Maximum gross weight: 3,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: CAE Columbia SC at 1:27 am
- Destination: PIE St. Petersburg FL
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 020° at 4 knots
- Sky: overcast at 100 ft
- Temperature: 70°F (21°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 4:50 am from TPA, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 | ||
| Passengers | 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.