Piper PA22 accident near Beckville, Texas, August 14, 2017
On August 14, 2017 at about 3:17 pm local time, a 1952 Piper PA22, registered N2591A, was substantially damaged in an accident during enroute (cruise) near Beckville, Texas. It was an aerial observation 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 stuck exhaust valve, which resulted in the failure of the valve and a loss of engine power. Contributing to the valve failure and loss of engine power was the extended time since the last overhaul.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 14, 2017 · about 3:17 pm local time
- Place
- Beckville, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA22 135, built 1952 · all PA22s on the register
- Registration
- N2591A · no longer on the register · serial 22-876
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot reported that, about 2 hours into the pipeline surveillance flight, the engine began running roughly. He initially established a course to a nearby airport; however, the engine was not producing enough power to maintain altitude. He subsequently executed a forced landing to a pasture, which resulted in substantial damage to the left wing. A postaccident engine examination revealed that the No. 3 cylinder exhaust valve fractured at the stem seat. Metallurgical examination revealed that the fracture features were consistent with torsional loading at fracture. The stem was tapered adjacent to the fracture, and interconnected voids and surface oxidation were observed at the fracture surface. The presence of voids, tapering of the stem, and oxidation are consistent with high-temperature deformation under stress. Further examination revealed grain structure and subsurface oxidation consistent with exposure to elevated temperatures over an extended period of time, consistent with a stuck valve condition. Factors leading to stuck exhaust valves include excessive engine temperature, dirty or contaminated engine oil, high lead content fuels, hot engine shut-downs, and poor engine baffling. Running engines past the recommended overhaul interval or at elevated temperatures risks creating an exhaust valve fatigue event. The investigation was unable to determine the exact combination of elements that led to the stuck valve. However, based on the available maintenance records, the most recent engine overhaul was completed in 1968, and it is likely that the extended 49-year interval contributed to the stuck valve. While this exceeded the engine manufacturer's 12-year or 1,500-hour time between overhaul interval, the operator was not required to comply under current regulations due to the type of operation.
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
- Powerplant sys/comp malf/fail during enroute (cruise)
- Loss of engine power (partial) during enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Fatigue/wear/corrosion
- factor Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Not serviced/maintained
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 5,941 hours in all; 203 in this make and model; 240 in the last 90 days; 70 in the last 30 days
- Last flight review: June 26, 2016
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 1,986 hours
- Last inspection: annual inspection, April 22, 2018; 216 hours since
- Maximum gross weight: 2,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-290-D2 (piston); 1,986 hours total
The flight
- Departed from: 24F Jefferson TX at 1:00 pm
- Destination: 07F Gladewater TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 230° at 8 knots
- Visibility: 8 statute miles
- Sky: scat at 1,000 ft
- Temperature: 81°F (27°C), dew point 79°F (26°C)
- Altimeter: 29.90 inHg
- Observation at 2:53 pm from GGG, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on May 1, 2019. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Materials Laboratory Factual Report | PDF, 18 pages | View Download |
| 3 | Maintenance Records - Engine | PDF, 25 pages | View Download |
| 4 | Lycoming Service Instruction - Time Between Overhaul (Tbo) Schedules | PDF, 8 pages | View Download |
| 5 | Statement of Party Representatives to NTSB Investigation | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.