Piper PA-32-260 accident near St. Augustine, Florida, September 23, 1995
On September 23, 1995 at about 2:30 pm local time, a Piper PA-32-260, registered N40971, was substantially damaged in an accident near St. Augustine, Florida (St Augustine airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FUEL STARVATION FOR UNDETERMINED REASONS RESULTING IN THE TOTAL LOSS OF ENGINE POWER. CONTRIBUTING TO THE ACCIDENT WAS UNSUITABLE TERRAIN ENCOUNTERED DURING THE FORCED LANDING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 23, 1995 · about 2:30 pm local time
- Place
- St. Augustine, Florida · St Augustine · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-260 · all PA-32-260s on the register
- Registration
- N40971 · registry record · serial 32-7400026
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLIGHT DEPARTED WITH FULL FUEL TANKS AND THE PILOT STATED THAT ABOUT 1 HOUR AFTER TAKEOFF HE REPOSITIONED THE FUEL SELECTOR FROM THE RIGHT TANK TO THE LEFT TANK. THE FLIGHT CONTINUED, ENTERED THE TRAFFIC PATTERN TO LAND, AND THE PILOT EXTENDED THE DOWNWIND LEG DUE TO TRAFFIC. THE FLIGHT THEN TURNED LEFT BASE AND THE ENGINE FAILED TO RESPOND TO THROTTLE INPUT. THE AIRPLANE COLLIDED WITH TREES DURING THE FORCED LANDING. THE AIRPLANE WAS RECOVERED AND BOTH FUEL TANKS WERE FOUND TO BE RUPTURED. THE FUEL SELECTOR WAS FOUND POSITIONED TO THE RIGHT FUEL TANK. THE FUEL LINE TO THE INLET OF THE CARBURETOR AND CARBURETOR BOWL WERE DRAINED AND CONTAINED ABOUT 1-2 OUNCES OF FUEL EACH. NO FUEL CONTAMINATION NOR OBSTRUCTIONS OF THE FUEL SUPPLY SYSTEM WERE NOTED. AN UNDAMAGED PROPELLER WAS INSTALLED AS WELL AS AN AUXILIARY FUEL TANK AND THE ENGINE WAS STARTED AND FOUND TO OPERATE NORMALLY.
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; instrument: airplane
- Flight time: 362 hours in all; 11 in this make and model; 13 in the last 90 days; 8 in the last 30 days; 362 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,539 hours
- Last inspection: annual inspection, September 6, 1995; 16 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming O-540-E4B5 (piston); 0 hours total
The flight
- Departed from: PMP Pompano FL at 12:45 pm
- Destination: SGJ
- Flight plan: IFR
- Runway 13, 6,900 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 3:27 pm from SGJ, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.