Piper PA24-250 accident near Morton, Mississippi, September 11, 2002
On September 11, 2002, a Piper PA24-250, registered N5724P, was substantially damaged in an accident near Morton, Mississippi. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Contamination in the exhaust valve guide area which caused the binding of the exhaust valve in the open position.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 11, 2002
- Place
- Morton, Mississippi · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA24-250 · all PA24-250s on the register
- Registration
- N5724P · no longer on the register · serial 24-798
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, while in cruise flight, the engine started running rough and loosing power. Smoke was entering the cockpit and a clanking noise could be heard coming from the engine. The pilot elected to make a forced landing on I-20 West. The pilot forgot to put the gear down and landed on the I-20 guard railing separating the east and west bound lanes substantially damaging the fuselage and wings. The engine was removed and sent to Textron Lycoming for further examination. Examination of the bottom number one and number four spark plugs, revealed oil and heavy carbon debris. Heavy carbon debris was found in the exhaust valve guide area. The number four exhaust valve was stuck in the open position. The number four exhaust valve tip end had damage signatures consistent with operating without the rotator cap. The rotator cap was located at the bottom of the number four rocker cover. The number four exhaust valve stem was observed straight when placed on the optical comparator in the Lycoming Metrology laboratory. The number four piston dome had a circular signature consistent with an impact mark from the exhaust valve. The number four cylinder exhaust push rod and shroud tube was broken separated from the engine as received. The number four cylinder exhaust hydraulic lifter was found below leak down specification minimums.
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
- Flight time: 235 hours in all; 138 in this make and model; 58 in the last 90 days; 30 in the last 30 days; 189 as pilot in command
- Last flight review: November 2, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,388 hours
- Last inspection: annual inspection, September 4, 2002; 11.4 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-A1C5 (piston); 0 hours total
The flight
- Departed from: TCL Tuskegee AL at 11:00 pm
- Destination: Morton MS
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 29.86 inHg
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.