Piper PA-28-180 accident near Luka, Mississippi, June 18, 2005
On June 18, 2005 at about 9:30 pm local time, a Piper PA-28-180, registered N5TJ, was substantially damaged in an accident near Luka, Mississippi. It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of engine power due to the total failure of the exhaust valve on the number 2 cylinder, and the pilot's misjudgment of speed/distance/altitude which resulted in a overshoot of the runway and subsequent in-flight collision with trees. A factor was the pilot's lack of experience.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 18, 2005 · about 9:30 pm local time
- Place
- Luka, Mississippi · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N5TJ · no longer on the register · serial 28-2525
- 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, during cruise flight the engine suddenly began running rough. He said he adjusted the mixture, turned on the fuel pump, applied carburetor heat and switched fuel tanks with no improvement. He said he spotted the runway on his right, and said that his altitude was about 2,000 feet. The pilot attempted to land on the runway but was too fast and too high and overshot the runway and collided with trees off the end of runway 18. Examination of the engine found the number two (2) cylinder exhaust valve broken at the valve head. A review of maintenance records revealed that the engine was overhauled on July 8, 1998, at a Tach Time of 2,433.0 hours. The engine's most recent annual inspection was February 10, 2005, at an engine total time of 3,156.4 hours or 723.4 hours since major overhaul. The pilot reported that his total time in all aircraft was 63.6hours , and in this make and model of airplane 17.3 hours with 9.2 hours as pilot in command.
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: 64 hours in all; 17 in this make and model; 32 in the last 90 days; 3 in the last 30 days; 22 as pilot in command
- Last flight review: April 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,167.1 hours
- Last inspection: annual inspection, February 1, 2005; 10.7 hours since
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360 A3A (piston); 0 hours total
The flight
- Departed from: UTA Tunica MS at 8:32 pm
- Destination: 15M Iuka MS
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 100° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 55°F (13°C)
- Altimeter: 29.90 inHg
- Observation at 4:53 pm from MSL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.