Piper PA-28-161 accident near Groveland, Florida, April 15, 2005
On April 15, 2005 at about 6:40 pm local time, a Piper PA-28-161, registered N270FT, was substantially damaged in an accident near Groveland, Florida (Seminole Lake airport). It was a ferry flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's poorly planned approach during a precautionary landing following partial loss of engine power resulting in a go-around and subsequent in-flight collision with trees. A contributing factor in the accident was the inadequate maintenance by the mechanic/pilot for his failure to comply with Lycoming SB 388C, following a stuck exhaust valve.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 15, 2005 · about 6:40 pm local time
- Place
- Groveland, Florida · Seminole Lake · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-161 · all PA-28-161s on the register
- Registration
- N270FT · no longer on the register · serial 2841212
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot/mechanic arrived at the Seminole Lake Gliderport to repair the engine following an uneventful precautionary landing the day before due to a bent exhaust pushrod of the No. 2 cylinder. He replaced the damaged No. 2 cylinder exhaust pushrod, pushrod housing, pushrod seals and lock tab. He reported visually inspecting the valve springs which did not appear to be damaged, but did not inspect the valve, nor did he remove the cylinder. Following the repairs, the engine was started and a full static run-up was performed with no discrepancies noted. The flight departed for Kissimmee Gateway Airport and shortly after takeoff, the engine started running rough though it was still producing power. He elected to return to the Seminole Lake Gliderport and after recognizing he was going to overshoot the runway with the engine not producing full power, elected to perform a 360-degree turn back onto final approach. During the turn, the aircraft impacted trees and came to rest in a swamp south of the south edge of runway 18. A pilot-rated witness observed the airplane on final approach and noted that as it descended to treetop level, or the height of the buildings, the airplane began to abruptly pitch up and down and was abruptly yawing. It appeared to the pilot-rated witness that some of the motions of the airplane did not coincide with the wind conditions that he observed. Postaccident examination of the engine by an FAA inspector revealed the replaced pushrod was damaged on both ends, with no obvious indication of a stuck valve. Additionally, the rotator type exhaust valve stem cap was missing from under the exhaust rocker arm of the No.2 cylinder. The exhaust valve and guide were within new limits in compliance with the Lycoming overhaul manual. There was no evidence of carbon inside the guide; however, there was swirl marks from reaming of the guide. Review of Lycoming Service Bulletin (SB) No. 388C revealed inspection procedures to be carried out at 400 hours or earlier, when valve sticking is suspected. The SB indicates that failure to comply with this provision could result in sticking valves, or broken exhaust valves which could result in engine failure. A section of the SB outlines the inspection procedure that uses a "GO/NO-GO" gage, and recommends moving the exhaust valve completely out of the guide to avoid interference when using the GO/NO-GO gage to check the guide for wear or carbon build up. The mechanic did not report using the GO/NO-GO gage. Additionally, the mechanic did not report using a local manufactured tool.
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: 365 hours in all; 45 in this make and model; 1 in the last 90 days; 1 in the last 30 days; 218 as pilot in command
- Last flight review: October 1, 2004
- Medical certificate: Class 3
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 8,693 hours
- Last inspection: 100-hour inspection, March 1, 2005; 90.9 hours since
- Maximum gross weight: 1,470 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming 0-320-D3G (piston); 0 hours total
- Operator: Orlando Flight Training, Inc.
The flight
- Departed from: 6FL0 Groveland FL at 6:33 pm
- Destination: KISM Kissimmee FL
- Flight plan: none
- Runway 36, 3,000 ft by 200 ft
Weather at the time
- Light: daylight
- Wind: from 060° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 37°F (3°C)
- Altimeter: 30.05 inHg
- Observation at 6:53 pm from KLEE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.