Beech C-23 accident near Roseboro, North Carolina, January 17, 2005
On January 17, 2005 at about 9:05 pm local time, a Beech C-23, registered N9JY, was substantially damaged in an accident near Roseboro, North Carolina. It was a personal 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 overload fracture of the engine oil cooler for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 17, 2005 · about 9:05 pm local time
- Place
- Roseboro, North Carolina · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C-23 · all C-23s on the register
- Registration
- N9JY · no longer on the register · serial M-2133
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he made a preflight inspection and run-up of the airplane prior to takeoff. He stated that after takeoff, as he climbed through 1,000 feet, he heard a knocking sound coming from the engine and immediately observed low oil pressure on the oil pressure gauge in the cockpit. He stated that within 60 seconds, "the engine seized" and the airplane began to lose altitude. The pilot immediately turned toward an open field, but collided with trees 40 yards short of the field. The airplane came to rest in a wooded area in a nose low, right wing low attitude. The post-accident examination of the airplane revealed the right wing was partially separated at the root and the left wing was displaced aft. The horizontal stabilizer was separated from the empennage assembly. There was oil residue on the external oil hoses, the starter, and underside of the fuselage. There was also oil observed at the airstrip apron where the preflight run-up was conducted. The oil cooler contained two cracks in the first segment of the cooler adjacent to the joint between the first and second segments and in line with one of the oil ports. NTSB Material Laboratory examination showed that the exterior portion of the crack was damaged, apparently by contact with the mating face of the crack, and that fracture features on undamaged portions consisted of ductile dimples, indicative of overstress fracture.
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
- Last flight review: November 30, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,283 hours
- Last inspection: annual inspection, August 1, 2004; 33 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4J (piston); 0 hours total
The flight
- Departed from: PVT Roseboro NC at 9:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 350° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 36°F (2°C), dew point 0°F (-18°C)
- Altimeter: 30.43 inHg
- Observation at 8:53 pm from kfay
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.