Piper PA-28-180 accident near Midlothian, Texas, August 9, 1996
On August 9, 1996 at about 1:00 pm local time, a Piper PA-28-180, registered N2559R, was substantially damaged in an accident near Midlothian, Texas (Eagles Nest airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
maintenance personnel's improper engine overhaul procedures resulting in the installation of the rocker arms in reversed positions, which led to improper lubrication and binding of the exhaust valves. A related factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 9, 1996 · about 1:00 pm local time
- Place
- Midlothian, Texas · Eagles Nest · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N2559R · no longer on the register · serial 28-5648
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during the takeoff initial climb, there was an engine vibration and a partial loss of power. A forced landing was made in a soft field, and structural damage occurred to the landing gear, propeller, firewall, engine mounts, and the left wing. During an engine test run at full power, FAA inspectors observed an engine power drop of 200 RPM; however, they were not able to duplicate the engine vibrations. Magneto timing was at 27 degrees BTDC, and a carbon brush was missing from the right magneto. The specification for timing was 25 degrees BTDC. The rocker arms had been installed in reverse positions on all four cylinders, and the FAA inspector reported that 'the exhaust valve was not receiving adequate lubrication.' Physical evidence on the exhaust valve rotator caps indicated binding of the exhaust valves. Time in service since a major engine overhaul and magneto overhaul was 170 hours. The pilot reported that before this accident 'there had not been any previous indications of engine problems since the engine overhaul.'
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: private
- Ratings: single-engine land
- Flight time: 248 hours in all; 143 in this make and model; 15 in the last 90 days; 9 in the last 30 days; 248 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,504 hours
- Last inspection: annual inspection, January 21, 1996; 51 hours since
- Maximum gross weight: 2,175 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4A (piston); 0 hours total
The flight
- Destination: AXX Angel Fire NM
- Flight plan: none
- Runway 35, 3,200 ft by 36 ft
Weather at the time
- Light: daylight
- Visibility: 6 statute miles
- Sky: overcast; not recorded
- Temperature: 82°F (28°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.