Piper PA-32RT-300T accident near Midlothian, Texas, November 23, 1997
On November 23, 1997 at about 11:00 pm local time, a Piper PA-32RT-300T, registered N21433, was substantially damaged in an accident near Midlothian, Texas. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
fatigue failure of the #2 cylinder fuel injection line in an area where the line was previously damaged, which resulted in an in-flight engine compartment fire and a forced landing. Related factors were: the previous damage of the fuel injector line, and 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
- November 23, 1997 · about 11:00 pm local time
- Place
- Midlothian, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32RT-300T PA-32RT-30 · all PA-32RT-300Ts on the register
- Registration
- N21433 · no longer on the register · serial 32R-7887208
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft was descending from 8,500 feet, when the pilot 'felt the airplane shutter and begin to sound slightly rough.' The pilot observed that the manifold pressure had dropped 'slightly,' and the fuel flow gauge dropped from '21 to 10 gph.' The pilot maintained a 'slow' descent, turned the boost pump on, and switched to a different fuel tank. There was an increase in engine manifold pressure, and the fuel flow increased to 15 gph. Smoke entered the cockpit as the airplane descended through 2,500 feet, and the pilot 'noticed flames coming from the engine cowling vents.' The pilot initiated a forced landing to a grass field. During the landing roll, the left wing struck a tree, and the airplane went through two fences, crossed a road, then came to rest in a plowed field. Examination of the engine revealed that the #2 cylinder fuel injector line had broken, and 'sprayed fuel onto the turbocharger.' Examination of the fuel injector line revealed that the separation was the result of fatigue cracking which initiated from a damaged area on the fuel line. Airworthiness Directive 93-02-05 (which required an inspection of the fuel injector fuel lines) was complied with 39 flight hours before 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: private
- Ratings: single-engine land
- Flight time: 146 hours in all; 30 in this make and model; 28 in the last 90 days; 4 in the last 30 days; 76 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,549 hours
- Last inspection: annual inspection, September 11, 1997; 39 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 0 hours total
The flight
- Departed from: AAP Houston TX at 9:45 pm
- Destination: F54 Arlington TX
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 310° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.