Beech 60 accident near Miami, Florida, October 17, 1993
On October 17, 1993 at about 7:30 pm local time, a Beech 60, registered N7131D, was substantially damaged in an accident near Miami, Florida (Miami International 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
INADEQUATE PREFLIGHT BY THE PILOT, AND HIS FAILURE TO ASSURE THAT PROPER MAINTENANCE/ANNUAL INSPECTION WAS ATTAINED. FACTORS RELATED TO THE ACCIDENT WERE: WATER AND OTHER CONTAMINATION IN THE FUEL SUPPLY, LACK OF CONTINUITY IN TWO IGNITION LEADS, LOOSE LEFT MAGNETO ON THE RIGHT ENGINE, AND IMPROPER TIMING OF THE RIGHT MAGNETO ON THE RIGHT ENGINE; TERRAIN CONDITIONS IN THE EMERGENCY LANDING AREA AND THE PILOT'S FAILURE TO USE A SHOULDER HARNESS PROBABLY ATTRIBUTED TO THE DEGREE OF INJURY AND DAMAGE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 17, 1993 · about 7:30 pm local time
- Place
- Miami, Florida · Miami International · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 60 · all 60s on the register
- Registration
- N7131D · no longer on the register · serial P-55
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ABOUT 21 MINUTES AFTER TAKEOFF, THE PLANE CRASHED ON UNEVEN/WOODED TERRAIN ABOUT 10 MI NORTH OF THE DEPARTURE AIRPORT. THE SERIOUSLY INJURED PILOT REPORTED NO RECOLLECTION OF EVENTS LEADING TO THE ACCIDENT. AN A&P MECHANIC, WHO SAW THE PLANE TAKE OFF, STATED IT WAS CLIMBING SLOWLY & THE ENGINES WERE RUNNING SMOOTHLY, BUT THE ENGINES SOUNDED AS IF THEY WERE NOT AT FULL POWER. JUST BEFORE IMPACT, 2 WITNESSES SAW THE PLANE AT LOW ALTITUDE; ONE SAID THAT NEITHER ENGINE WAS OPERATING. EXAM OF THE LEFT ENGINE REVEALED THE FUEL SERVO WAS CONTAMINATED INTERNALLY; 2 OF 12 IGNITION LEADS FAILED CONTINUITY TESTS; & CONTAMINATION WAS FOUND IN THE MIXTURE HOUSING AREA. WATER WAS FOUND IN THE RIGHT INBOARD LEADING EDGE FUEL CELL. EXAM OF THE RIGHT ENGINE REVEALED LEFT MAGNETO WAS NOT PROPERLY SECURED; TIMING OF RIGHT MAGNETO(S) 42 DEG BTC (SHOULD HAVE BEEN 20 DEG BTC). INVESTIGATION REVEALED BOTH PROPS AT LOW PITCH, LEFT MAGNETO SWITCHES OFF, RIGHT BOOST PUMP OFF, SHOULDER HARNESS NOT USED, LAST ANNUAL INSPECTION DATED 2/25/92. THIS WAS 1ST FLIGHT IN 5 MONTHS.
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: 8,000 hours in all; 50 in this make and model; 30 in the last 90 days; 20 in the last 30 days; 7,860 as pilot in command
- Medical certificate: None
- Seat: left
The aircraft
- Airframe total time: 2,606 hours
- Last inspection: annual inspection, February 25, 1992; 23 hours since
- Maximum gross weight: 6,775 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming TIO-541-E1A4 (piston); 0 hours total
The flight
- Departed from: MIA at 7:09 pm
- Destination: 23J Jacksonville FL
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 240° at 7 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 20,000 ft; scat at 2,000 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 7:47 pm from OPF, 8 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.