Piper PA-28-140 accident near Houston, Texas, January 16, 1991
On January 16, 1991 at about 3:50 pm local time, a Piper PA-28-140, registered N32108, was substantially damaged in an accident near Houston, Texas (West Houston-Lakeside airport). It was an instructional flight under general aviation rules (Part 91). 2 people were seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FLIGHT INSTRUCTOR'S DELAY IN TAKING REMEDIAL ACTION, HIS INADVERTENTLY ALLOWING THE AIRPLANE TO STALL, AND EXCEEDING THE AIRCRAFT'S CLIMB PERFORMANCE. FACTORS WERE: THE FLIGHT INSTRUCTOR'S LACK OF EXPERIENCE IN AIRCRAFT TYPE, HIS LACK OF EXPERIENCE AS A FLIGHT INSTRUCTOR, AND EXCEEDING THE AIRPLANE'S MAXIMUM CERTIFICATED GROSS WEIGHT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 16, 1991 · about 3:50 pm local time
- Place
- Houston, Texas · West Houston-Lakeside · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N32108 · no longer on the register · serial 28-7525024
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLIGHT INSTRUCTOR REDUCED POWER TO IDLE TO SIMULATE AN ENGINE FAILURE, AND TOLD HIS STUDENT TO DEMONSTRATE A FORCED LANDING AT THE WEST HOUSTON LAKESIDE AIRPORT. THE STUDENT SAID WHILE HE WAS HALFWAY THROUGH THE DOWNWIND LEG, HE WANTED TO TURN TOWARDS THE RUNWAY BUT THE INSTRUCTOR TOLD HIM TO CONTINUE. AFTER HE TURNED ON BASE LEG, THEY OBSERVED AN AIRPLANE UNDER TOW NEAR THE RUNWAY THRESHOLD. THE INSTRUCTOR TOOK CONTROL OF THE AIRPLANE AND ATTEMPTED TO GO AROUND. FULL POWER WAS APPLIED. THE INSTRUCTOR SAID THE AIRPLANE 'DID NOT DEVELOP ANY LIFT.' LAST OBSERVED AIRSPEED WAS 63 MPH AND THE STALL WARNING LIGHT WAS 'FLICKERING.' THE AIRPLANE STRUCK A TREE AND CRASHED IN AN OPEN 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
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 312 hours in all; 11 in this make and model; 12 in the last 30 days; 226 as pilot in command; 12 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 0 hours total
The flight
- Departed from: 2XS3 Cypress TX at 3:30 pm
- Destination: GLS Galveston TX
- Flight plan: none
- Runway 33, 3,955 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 160° at 5 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.