Piper PA-23-250 accident near Sarasota, Florida, June 9, 1995
On June 9, 1995 at about 11:32 am local time, a Piper PA-23-250, registered N949BW, was substantially damaged in an accident near Sarasota, Florida. 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 pilot's improper draining of the fuel sumps during preflight inspection of the airplane. This resulted in a partial loss of engine power on the left engine on initial take off climb due to water contamination, subsequent forced landing, collapse of the main landing gear, and on-ground collision with trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 9, 1995 · about 11:32 am local time
- Place
- Sarasota, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N949BW · registry record · serial 27-7854051
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated he drained the fuel sumps during the preflight inspection on the airplane and no water was found. The airplane became airborne on the takeoff roll just under 70 knots, and remained in ground effect at about 3 to 5 feet while accelerating to almost 80 knots. The left engine experienced a reduction in power, and the airplane began to settle but did not touch the runway. The left engine increased in power, decreased in power, and the airplane drifted to the left. The pilot maneuvered the airplane over a fence, ditch, and trees before landing in a field. The main landing gear collapsed, and the airplane collided with trees. Examination of the airplane by the FAA revealed no evidence of a mechanical failure of either engine. Water was present in the left engine gascolator sump bowl, internal baffle assembly, and congealed contaminants were present on the fuel screen. The No. 2, 3, and 6 cylinder sparkplugs and piston domes appeared white in color.
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; single-engine sea
- Flight time: 2,790 hours in all; 15 in this make and model; 25 in the last 90 days; 18 in the last 30 days; 2,641 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, May 8, 1995; 195 hours since
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-C1A (piston); 0 hours total
The flight
- Departed from: 61X at 11:30 am
- Destination: MYAT Treasure Cay OF
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 060° at 4 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 75°F (24°C)
- Altimeter: 30.00 inHg
- Observation at 10:46 am from SRQ, 18 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.