Piper PA-60-602P accident near Beaumont, Texas, July 7, 1998
On July 7, 1998 at about 11:35 am local time, a Piper PA-60-602P, registered N6898Y, was substantially damaged in an accident near Beaumont, Texas (Jefferson County Airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain control of the airplane while attempting to return to the airport. Factors were the open baggage compartment door and the pilot's diverted attention to the open door.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 7, 1998 · about 11:35 am local time
- Place
- Beaumont, Texas · Jefferson County Airport
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-60-602P · all PA-60-602Ps on the register
- Registration
- N6898Y · no longer on the register · serial 60-8265010
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
An IFR flight plan was filed and a clearance was received for the 337 nautical mile flight. After departure from runway 12, while at approximately 200 feet above the ground, the non-instrument rated private pilot reported that a door had opened in flight and he was returning to the airport. The airplane impacted trees and terrain approximately one mile from the approach end of runway 30. Examination of the wreckage by FAA inspectors revealed that the door for the baggage compartment had damage consistent with an open door. Physical evidence and ground signatures at the accident site revealed that the airplane impacted the ground at a high rate of descent, at relatively low forward speed, while configured with the landing gear and flaps extended. FAA records revealed that the pilot had accumulated a total of 1,850 flight hours. The pilot's level of experience on the accident airplane could not be determined; however, the investigation revealed that the 1982 model airplane was purchased by the company 4 months prior to the accident. Despite several attempts to obtain a completed NTSB Form 6120.1/2, the pilot did not return the requested form.
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: multi-engine land; single-engine land
- Flight time: 1,850 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540-AA1A5 (piston); 0 hours total
The flight
- Departed from: BPT at 11:35 am
- Destination: 0M6 Batesville MS
- Flight plan: IFR
- Runway 12, 6,751 ft by 150 ft
Weather at the time
- Light: dawn
- Visibility: 3 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 11:35 am from BPT, 1 miles away
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.