Piper PA19/L-18C accident near Katy, Texas, July 22, 2006
On July 22, 2006 at about 1:40 pm local time, a Piper PA19/L-18C, registered N3134F, was substantially damaged in an accident near Katy, Texas (Westheimer Air Park airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate airspeed while maneuvering resulting in an inadvertent stall/spin.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 22, 2006 · about 1:40 pm local time
- Place
- Katy, Texas · Westheimer Air Park · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA19/L-18C · all PA19/L-18Cs on the register
- Registration
- N3134F · registry record · serial 52-2405
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 2,486-hour commercial pilot lost control of the single-engine airplane while maneuvering at low airspeed over a hot-air balloon that landed approximately 500 yards south of a grass-strip runway. The airport owner, who observed the airplane prior to the accident, stated that the pilot was performing touch and go landings at the airport, where there were hot-air balloon operations in the vicinity. He added that he observed the accident airplane perform a couple of low passes in the area where a balloon had landed. The wreckage of the airplane was found approximately one mile south of the airport. The Federal Aviation Administration (FAA) inspector, who responded to the accident site, reported that the tricycle gear airplane was found in a right wing low, nose down attitude, which he stated was consistent with ground impact as a result of a stall/spin mishap. He added that the left wing was bent forward, and the right main landing gear was folded under the fuselage. He added that fuel was present in the fuel tank; however, there was no post-impact fire. The wind was reported from 270 degrees at 6 knots at the time of the accident.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 2,486 hours in all; 331 in this make and model; 17 in the last 90 days; 2,177 as pilot in command
- Last flight review: December 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: serious injuries
The aircraft
- Airframe total time: 3,098.5 hours
- Last inspection: type not recorded, June 1, 2006
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C90 (piston); 0 hours total
The flight
- Departed from: O07
- Destination: O07
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 270° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 1,600 ft
- Temperature: 84°F (29°C), dew point 75°F (24°C)
- Altimeter: 29.97 inHg
- Observation at 1:53 pm from SGR, 9 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.