Piper PA-28R-200 accident near Miami, Florida, September 19, 1997
On September 19, 1997 at about 11:04 pm local time, a Piper PA-28R-200, registered N4315X, was substantially damaged in an accident near Miami, Florida (Kendall-Tamiami Executiv airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot to properly plan his descent and approach for a forced landing following partial loss of engine power resulting in the aircraft landing short of the intended landing runway. A factor in the accident was improper inspection of the aircraft by company maintenance personnel resulting in a cracked mixture cable hold down bracket going undetected until failure and a missing clamp rubber insert going undetected.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 19, 1997 · about 11:04 pm local time
- Place
- Miami, Florida · Kendall-Tamiami Executiv · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-200 · all PA-28R-200s on the register
- Registration
- N4315X · no longer on the register · serial 28R-7635010
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Upon reaching cruising altitude of 8,500 feet the pilot leaned the engine fuel mixture. Several minutes later the fuel mixture began to lean further and the engine lost power. Movement of the mixture control handle had no effect on the engine mixture or engine operation. The flight descended for a forced landing at a near by airport. Upon turning on to final approach the flight did not have sufficient altitude and airspeed to make the runway. The aircraft landed on soft terrain short of the runway and the landing gear collapsed. Post crash examination of the engine showed the mixture control cable hold down bracket had broken near the engine and a clamp holding the cable to the engine mount was missing the rubber insert allowing the clamp to slide freely on the engine mount arm. Manufacturer inspection requirements state the mixture control cable be inspected for security each 100 flight hours.
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: 512 hours in all; 10 in this make and model; 7 in the last 90 days; 6 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,268 hours
- Last inspection: annual inspection, January 16, 1997; 420 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C (piston); 0 hours total
- Operator: Cap Flying Club
The flight
- Departed from: EYW Key West FL at 10:40 pm
- Destination: ORL Orlando FL
- Flight plan: VFR
- Runway 9R, 4,999 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 100° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft; not recorded
- Temperature: 79°F (26°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 10:50 pm from TMB, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.