Piper PA32-300D accident near Reform, Alabama, December 6, 1996
On December 6, 1996, a Piper PA32-300D, registered N8603N, was destroyed in an accident near Reform, Alabama (North Pickens airport). It was a ferry flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a complete loss of engine power due to a total failure of both magnetos, and the failure of the pilot-in-command to insure that the airplane was airworthy. The dark night and unsuitable terrain were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 6, 1996
- Place
- Reform, Alabama · North Pickens · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA32-300D · all PA32-300Ds on the register
- Registration
- N8603N · no longer on the register · serial 32-7140055
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight had been airborne 12 minutes when the airplane had a total engine failure. The pilot was given vectors to an airport and was advised that the airport did not have lighting available. About 1 mile from the airport the pilot could not find the airport in the dark and said, 'I'm going for the dark spot....' Radio and radar contact was lost, and there was not further communications with the pilot. The pilot of another airplane on the frequency was vectored to the airport, circled over the airport about 10 to 15 minutes after the last transmission from N8603N, and he attempted to activate the runway lights. The pilot of the other airplane said that after four to five unsuccessful attempts he saw a vehicle arrive at the airport and the lights went 'on.' A witness had observed the airplane at a low altitude west of the airport, and said; '...it was like it was gliding... no sound...and was descending lower and lower...I didn't see anything, I didn't hear the sound of an airplane. The engine or anything....' The engine, the fuel injection system, the fuel found in the airplane, were all examined, and no discrepancies were found. Both magnetos were tested on a test stand, and the tests revealed that both the coils from each magneto were found cracked and leaking. The aircraft's logbooks showed that the last entry and the last annual were performed on 8/1/88. Since 1988, the airplane had flown a total of 30 hours. No ferry permit was issued for this flight, and no maintenance was performed before the flight.
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; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,370 hours in all; 2,088 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,658 hours
- Last inspection: annual inspection, August 1, 1988; 30 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540-K1A5 (piston); 0 hours total
The flight
- Departed from: M40 Aberdeen MS
- Destination: TPA Tampa FL
- Flight plan: none
- Runway 18, 5,143 ft by 80 ft
Weather at the time
- Light: night, dark
- Wind: from 210° at 4 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 34°F (1°C)
- Altimeter: 29.00 inHg
- Observation at 11:55 pm from CBM, 15 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.