Piper PA-28-180 accident near Hemmingway, South Carolina, May 10, 2006
On May 10, 2006 at about 10:15 pm local time, a Piper PA-28-180, registered N15702, was substantially damaged in an accident near Hemmingway, South Carolina. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to a total failure of the No.3 engine cylinder exhaust valve as a result of fatigue from over temperature resulting in a forced landing and collision with trees and the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 10, 2006 · about 10:15 pm local time
- Place
- Hemmingway, South Carolina
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N15702 · no longer on the register · serial 28-7305123
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he was cleared by Myrtle Beach Approach Control to descend from 7,000 feet to 3,000 feet. While descending through 6,000 feet, the pilot heard a "pop" sound, and the engine began to run rough with partial power. The pilot looked at the engine monitor gage and the No. 3 engine cylinder temperature gage indicated 900 degrees. The pilot declared an emergency with the controller, decreased power, requested and received clearance to the nearest airport, made a 180 degree turn and continued his descent through the clouds. Upon reaching visual flight conditions the pilot observed the airport straight ahead. The pilot descended over the airport to lose altitude and turned on final approach. The engine failed at 300 feet, the pilot initiated a forced landing to an open field and the airplane collided with trees and the ground. Examination of the engine assembly revealed the No.3 engine cylinder exhaust valve had failed. The valve was forwarded to the NTSB Metallurgical Laboratory for further analysis. The examination revealed the exhaust valve failed due to fatigue resulting from thermal stress.
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; instrument: airplane
- Flight time: 401 hours in all; 249 in this make and model; 55 in the last 90 days; 17 in the last 30 days; 337 as pilot in command
- Last flight review: July 1, 2005
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 5,617 hours
- Last inspection: annual inspection, June 1, 2005; 235 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4A (piston); 0 hours total
The flight
- Departed from: CAE Columbia SC at 9:20 pm
- Destination: MYR Myrtle Beach SC
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 180° at 9 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 15,000 ft; scat at 4,900 ft
- Temperature: 70°F (21°C), dew point 57°F (14°C)
- Altimeter: 29.87 inHg
- Observation at 11:50 pm from MYR, 1 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.