Piper PA-23-160 accident near Enterprise, Alabama, July 12, 2007
On July 12, 2007 at about 8:35 pm local time, a Piper PA-23-160, registered N4043P, was substantially damaged in an accident near Enterprise, Alabama (Enterprise Municipal Airport). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The designated examiner's improper decision to simulate an engine failure on short final approach, in conjunction with a short-field landing maneuver, and his inadequate remedial action. Contributing to the accident was the private pilot's inadvertent feathering of the left propeller.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 12, 2007 · about 8:35 pm local time
- Place
- Enterprise, Alabama · Enterprise Municipal Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-160 · all PA-23-160s on the register
- Registration
- N4043P · registry record · serial 23-1520
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A Federal-Aviation-Administration-designated (FAA) pilot examiner was giving a private pilot checkride for the purpose of the private pilot obtaining a commercial pilot certificate with a rating for airplane multi-engine land. Toward the end of the checkride, the private pilot had completed single-engine maneuvers, including a simulated single-engine instrument approach to a full-stop landing. The private pilot believed that the only remaining maneuvers to be completed were a short-field landing and emergency descent. During the final approach for a short-field landing, the examiner simulated a right engine failure. The private pilot feathered the right propeller, but thought that the examiner may have "bumped it out of feather and set it to zero thrust." Shortly thereafter, the private pilot realized that the airplane was not going to reach the runway, and attempted a go-around. When power was increased on both engines, the airplane started to turn left. The private pilot then noticed that the left propeller speed was decreasing. The examiner took control of the airplane, reduced power on both engines, and landed in a grass field. Examination of the airplane did not reveal any preimpact mechanical malfunctions, and the left propeller was observed in the feathered position. Both propeller controls were found mid-range, with the left propeller control trailing the right propeller control by approximately 1 inch. The FAA Commercial Pilot Practical Test Standards contained instructions for the applicant to actually feather a propeller, but it specified that the procedure be done at altitude. All other references pertained to simulating propeller feathering. Further review of the test standards revealed that, "The examiner is expected to use good judgment in the performance of simulated emergency procedures. The use of the safest means for simulation is expected. Consideration must be given to local conditions, both meteorological and topographical, at the time of the test, as well as the applicant's workload, and the condition of the aircraft used."
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: commercial pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,463 hours in all; 17 in this make and model; 50 in the last 90 days; 50 in the last 30 days; 1,008 as pilot in command
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Pilot (unmanned)
- Certificate: flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 16,602 hours in all; 237 in this make and model
- Medical certificate: Class 1
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 8,494 hours
- Last inspection: annual inspection, August 21, 2006
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming O-320-B (piston); 0 hours total
- Engine 2: Lycoming O-320-B (piston); 0 hours total
The flight
- Departed from: EDN Enterprise AL at 7:44 pm
- Destination: EDN Enterprise AL
- Flight plan: none
- Runway 05, 5,100 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 310° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 4,500 ft
- Temperature: 91°F (33°C), dew point 72°F (22°C)
- Altimeter: 29.98 inHg
- Observation at 8:55 pm from OZR, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.