Piper PA-28-160 accident near Greenville, Texas, November 25, 1998
On November 25, 1998 at about 3:00 pm local time, a Piper PA-28-160, registered N5087W, suffered minor damage in an accident near Greenville, Texas (Majors 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 partial loss of engine power due to a blocked muffler exhaust pipe/manifold as a result of a loose internal baffle. Factors were the improper maintenance by other maintenance personnel 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 25, 1998 · about 3:00 pm local time
- Place
- Greenville, Texas · Majors Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-160 · all PA-28-160s on the register
- Registration
- N5087W · registry record · serial 28-96
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The engine lost partial power during the initial takeoff climb. The pilot stated that the pre-flight inspection and before takeoff run-up revealed no discrepancies. As the airplane departed runway 17, the pilot realized that the airplane was 'climbing slower than usual.' The airplane was crossing the departure end of the runway, at 150 feet agl, when 'the engine speed dropped noticeably.' The engine power continued to decay until it was at idle, the airspeed continued to drop, and consequently, the airplane began to descend. The post accident engine examination revealed that the internal muffler baffle was not secured to its attaching point and was blocking the engine exhaust pipe/manifold. A review of maintenance logbooks and evidence collected during the investigation indicates that airworthiness directive 70-16-05, which mandates a visual inspection of the exterior and interior of the muffler, was not complied with.
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; instrument: airplane
- Flight time: 937 hours in all; 827 in this make and model; 14 in the last 90 days; 7 in the last 30 days; 891 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,343 hours
- Last inspection: annual inspection, June 10, 1998; 56 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-B2B (piston); 0 hours total
The flight
- Departed from: GVT Greenville TX at 3:00 pm
- Destination: LIT Little Rock AR
- Flight plan: IFR
- Runway 17, 8,030 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 14 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 1,300 ft; clear
- Temperature: 68°F (20°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 2:56 pm from GVT
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.