Piper PA-32-260 accident near Los Angeles, California, February 19, 2021
On February 19, 2021 at about 7:58 pm local time, a 1973 Piper PA-32-260, registered N57014, was substantially damaged in an accident during enroute (climb to cruise) near Los Angeles, California. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The total loss of engine power due to the failure of the No. 6 exhaust valve for reasons that could not be determined based on available evidence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 19, 2021 · about 7:58 pm local time
- Place
- Los Angeles, California · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-260, built 1973 · all PA-32-260s on the register
- Registration
- N57014 · no longer on the register · serial 32-7400014
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff, the pilot reported to air traffic control that the airplane was experiencing engine problems and he was going to make an off-airport landing. The airplane contacted a semi-truck and a concrete barrier during the landing in a shipping harbor. Postaccident examination of the engine revealed that the No. 6 cylinder exhaust valve head was separated from the stem. A fatigue crack was found in the exhaust valve upper spring seat of the No. 6 cylinder assembly that likely led to the release of the exhaust valve. The crack formed at the base of the cup that housed the valve stem keys, causing a portion of the flange that supported the keys to separate. This could have allowed the exhaust valve to drop into the cylinder, impacting the piston, the cylinder head, and the exposed end of the valve guide before being sheared through the stem near the stem-to-fillet transition. The findings suggest that the No. 6 exhaust valve may have been floating, which would have removed the compressive load on the keys and allowed them to move and rub against the support flange and sidewall of the spring seat cup. The compression test of the exhaust valve springs indicated that they did not pass, suggesting that a floating valve is a possibility. However, the No. 5 exhaust valve springs also did not pass, and similar wear features around the key cup were not observed in that instance. Because the keys and valve stem were not found (likely destroyed during the continual operation with the failed valve), it could not be determine if there was some issue with either component that could have contributed to the failure.
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
What happened, in order
- Loss of engine power (total) during enroute (climb to cruise) defining event
The NTSB's findings
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure
- Aircraft › Aircraft power plant › Power plant › (general) › Failure
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 358 hours in all; 111 in this make and model; 2 in the last 90 days; 2 in the last 30 days
- Last flight review: December 23, 2019
- Medical certificate: Class 3
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 6,308 hours
- Last inspection: annual inspection, August 10, 2020; 7 hours since
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming O-540-E4B5 (piston); 6,308 hours total
The flight
- Departed from: TOA Torrance CA at 7:47 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 270° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 36°F (2°C)
- Altimeter: 30.22 inHg
- Observation at 11:47 am from KTOA, 6 miles away
Weather report (METAR): KTOA 191947Z 27006KT 10SM SKC 19/02 A3022
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
12 documents, released by the NTSB on June 14, 2023. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Investigation Supplemental Material | PDF, 20 pages | View Download |
| 2 | Materials Laboratory Factual Report 21-101 | PDF, 25 pages | View Download |
| 3 | Flight Track Data | spreadsheet | Download |
| 4 | Flight Data Track | map file | Download |
| 5 | Test Records | PDF, 9 pages | View Download |
| 6 | Record of Conversations | PDF, 5 pages | View Download |
| 7 | Logbook and Receipt Excerpts | PDF, 5 pages | View Download |
| 8 | Statement of Party Representatives to NTSB Investigation | PDF, 2 pages | View Download |
| 9 | Autopsy Memo | PDF, 1 page | View Download |
| 10 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
| 11 | Toxicological Report | PDF, 1 page | View Download |
| 12 | FAA Provided Audio Recordings with Time Decoder) | video | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.