Piper PA-24-260 accident near Houston, Texas, July 2, 1999
On July 2, 1999 at about 1:40 am local time, a Piper PA-24-260, registered N5788, was substantially damaged in an accident near Houston, Texas (West Hosuton 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 pilot's failure to maintain the proper descent rate during a forced landing, which resulted in a runway undershoot. Factors were the total loss of engine power for an undetermined reason and the dusk light conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 2, 1999 · about 1:40 am local time
- Place
- Houston, Texas · West Hosuton · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-260 · all PA-24-260s on the register
- Registration
- N5788 · registry record · serial 24-4580
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot failed to maintain the proper descent rate during a VFR approach, in dusk light conditions, following a complete loss of engine power, and the airplane undershot the runway. The airplane was on the downwind leg at 1,100 feet agl and was abeam the runway numbers when the pilot extended the landing gear. Simultaneously, she heard a loud bang and noticed a loss of engine power. The pilot advanced the throttle and realized that the engine had lost total power. The pilot stated that she trimmed the airplane to attain the best glide speed, but did not verify the airspeed during the ensuing forced landing. She added that the airplane was descending 'too fast,' and she needed 'more trim to relieve back pressure, but decided to muscle it as best [she] could and try not to stall the airplane.' Subsequently, the airplane's nose wheel contacted a cement drainage ditch at the approach end of the runway. Following the accident, the engine was test run in the airframe and found to operate within the manufacturer's specifications.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 357 hours in all; 27 in this make and model; 241 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,775 hours
- Last inspection: annual inspection, November 1, 1998; 112 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540D (piston); 0 hours total
The flight
- Departed from: BAZ New Braunfels TX
- Destination: IWS
- Flight plan: none
- Runway 15, 3,955 ft by 75 ft
Weather at the time
- Light: dusk
- Wind: from 150° at 15 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°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.