Piper PA-22-135 accident near Oxnard, California, April 22, 2001
On April 22, 2001 at about 10:42 pm local time, a Piper PA-22-135, registered N75343, was substantially damaged in an accident near Oxnard, California (Oxnard airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The fracture and separation of the number 3 cylinder exhaust valve head resulting in a loss of engine power and a forced landing. A factor in the accident was the soft field where the forced landing occurred.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 22, 2001 · about 10:42 pm local time
- Place
- Oxnard, California · Oxnard · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22-135 · all PA-22-135s on the register
- Registration
- N75343 · no longer on the register · serial 1927
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane made an off field forced landing following a loss of engine power during climb out from a touch-and-go landing. The pilot had practiced touch-and-go landings for over an hour and experienced no difficulties with the airplane. After a break, he completed another preflight inspection and practiced more landings. As the airplane climbed through 200 feet on the fourth takeoff, the engine made a clunking noise and stopped producing power. He steered the airplane to an open field and landed on soft dirt, but the airplane dug in and damaged the wings, stabilizer, landing gear, and propeller. The engine had accumulated about 1,860 hours since it had been manufactured in 1953, and the factory had no record of it returning since that time. The engine had accumulated about 910 hours since a field overhaul in 1960, and about 255 hours since a "top overhaul" in 1970, when the exhaust valves were replaced. All cylinders were undamaged except cylinder No. 3, which exhibited extensive mechanical damage. The exhaust valve for cylinder No. 3 fractured and separated where the valve stem transitions to the valve head. The fracture surfaces on the valve pieces were obliterated by the mechanical damage. The piston face exhibited mechanical damage over most of its surface, which contained two holes. The corresponding push rod was slightly bent, but there was no evidence of the valve sticking.
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: 1,020 hours in all; 300 in this make and model; 45 in the last 90 days; 1,020 as pilot in command
- Last flight review: May 19, 2000
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,861 hours
- Last inspection: annual inspection, June 30, 2000; 30 hours since
- Maximum gross weight: 1,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-290-D2 (piston); 0 hours total
The flight
- Departed from: OXR Oxnard CA at 10:15 pm
- Flight plan: none
- Runway 25, 5,950 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 10 knots
- Visibility: 9 statute miles
- Sky: clear
- Temperature: 59°F (15°C), dew point 50°F (10°C)
- Altimeter: 30.20 inHg
- Observation at 10:22 pm from OXR, 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.