Cessna 172N accident near Natchitoches, Louisiana, August 17, 2014
On August 17, 2014 at about 4:05 pm local time, a 1977 Cessna 172N, registered N734YW, was substantially damaged in an accident during initial climb near Natchitoches, Louisiana (Natchitoches Regional Airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial loss of engine power due to the exhaust valve rocker retaining stud backing out of the cylinder head, which resulted in the exhaust valve being stuck in the closed position. Contributing to the accident was the pilot’s failure to configure the airplane and fly it in a manner that would allow him to make the emergency landing in the field rather than overfly it, and the pilot’s failure to have the engine overhauled according to the recommended overhaul interval.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 17, 2014 · about 4:05 pm local time
- Place
- Natchitoches, Louisiana · Natchitoches Regional Airport · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N, built 1977 · all 172Ns on the register
- Registration
- N734YW · no longer on the register · serial 17269221
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Before departure for the flight, the private pilot/owner reported that he conducted the preflight and run-up and that the airplane was operating normally. During takeoff, he rotated the airplane about 70 kts and the climb out was normal. About 300 feet above ground level, the engine suddenly lost power and shook violently. The pilot scanned for potential emergency landing areas and decided to attempt to land in a soybean field that was about 135 degrees to his left. The airplane overflew the soybean field and impacted a line of trees at the end of the field. The postaccident examination of the engine revealed that the No. 1 cylinder exhaust valve rocker retaining stud was backed out of the cylinder head threads by about 5 threads, or about ¼ inch, and the valve rocker and pushrod were loose. The clearance between the valve rocker and the valve stem was too great to allow the exhaust valve to open as the engine rotated. The last engine overhaul was conducted on May 26, 1990, and had 958.1 hours of operation since the overhaul. The engine manufacturer recommends that engines that have not accumulated the recommended hourly time between overhauls be overhauled during the 12th year after the last overhaul; it had been over 24 years since the last overhaul. A postaccident examination of the airplane revealed that the flaps were in the up position and that the flap handle, flap indicator, and the flap actuator were in the up position. Had the pilot lowered the flaps, flown S-turns, or slipped the airplane, he most likely would have been able to land the airplane in the soybean field, avoiding impact with trees at the end of the field.
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
What happened, in order
- Loss of engine power (partial) during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during initial climb
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent/approach/glide path › Not attained/maintained
- factor Aircraft › Aircraft structures › Wing structure › Trailing edge flaps › Not used/operated
- factor Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- factor Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Not serviced/maintained
- factor Personnel issues › Task performance › Maintenance › Scheduled/routine maintenance › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,991 hours in all; 1,632 in this make and model; 6 in the last 90 days; 2 in the last 30 days
- Last flight review: January 23, 2013
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 2,426.1 hours
- Last inspection: annual inspection, December 13, 2013; 53 hours since
- Maximum gross weight: 2,299 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming 0-320-H2AD (piston); 2,248 hours total
- Operator: Cane River Aviation Inc
The flight
- Departed from: IER Natchitoches LA at 4:03 pm
- Destination: IER Natchitoches LA
- Flight plan: none
- Runway 17, 5,003 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 250° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 2,600 ft
- Temperature: 88°F (31°C), dew point 75°F (24°C)
- Altimeter: 30.02 inHg
- Observation at 8:35 pm from IER, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.