Lockheed PV-2 accident near Conroe, Texas, September 16, 1990
On September 16, 1990 at about 6:26 pm local time, a Lockheed PV-2, registered N7428C, was destroyed in an accident near Conroe, Texas (Montgomery County airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE ENGINE STARTER REMAINED ENGAGED AFTER ENGINE START AND THE ELECTRICAL SYSTEM OVERHEAT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 16, 1990 · about 6:26 pm local time
- Place
- Conroe, Texas · Montgomery County
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Lockheed PV-2 · all PV-2s on the register
- Registration
- N7428C · no longer on the register · serial 151228
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING TAXI TO TAKEOFF THE CREW SENSED AN ODOR SIMILAR TO AN ELECTRICAL FIRE, AND SMOKE BECAME APPARENT IN THE COCKPIT. BOTH GENERATORS AND THE BATTERY MASTER WERE SECURED. THE RIGHT GENERATOR WOULD NOT ACCEPT A LOAD AND SMOKE WAS COMING FROM THE RIGHT WING ACCESSORY J-BOX IN THE RIGHT WHEEL WELL. THREE OCCUPANTS DEPLANED AND INITIALLY EXTINGUISHED THE FIRE, WHICH REIGNITED DUE TO HOT METAL AND COMPROMISED FUEL/OIL LINES. ALL SYSTEMS WERE SECURED AND THE PILOT THEN EVACUATED THE AIRPLANE, WHICH WAS CONSUMED BY THE FIRE. THE PILOT ESTIMATED THAT FIRE FIGHTING EQUIPMENT DID NOT ARRIVE FOR 20-25 MINUTES AFTER THE FIRE BEGAN. FAA INSPECTORS WERE UNABLE TO DETERMINE THE FIRE SOURCE FROM THE BURNED WRECKAGE. HOWEVER, THE OPERATOR'S REPORT STATED THAT THE RIGHT STARTER SOLENOID DID NOT OPEN AFTER ENGINE START CAUSING THE STARTER TO REMAIN LINKED TO THE ELECTRICAL SYSTEM. THIS RESULTED IN A SYSTEM OVERLOAD AND SUBSEQUENT ELECTRICAL FIRE. BOTH FUEL AND OIL LINES WERE ROUTED THROUGH THE RIGHT WHEEL WELL FOR COCKPIT INDICATIONS.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 18,000 hours in all; 500 in this make and model; 250 in the last 90 days; 80 in the last 30 days; 16,000 as pilot in command; 3,200 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,900 hours
- Last inspection: approved inspection programme, September 4, 1990; 5 hours since
- Maximum gross weight: 33,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: P&W R2800-31 (piston); 0 hours total
- Fire on the ground
- Operator: Confederate Air Force
The flight
- Destination: LFT Lafayette LA
- Flight plan: none
- Runway 19, 4,600 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: not reported
- Wind: from 170° at 10 knots
- Visibility: 15 statute miles
- Sky: broken clouds; not recorded
- Temperature: 91°F (33°C), dew point 0°F (-18°C)
- Observation at 1:50 pm from IAH
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 |
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.