Amateur-built BREEZY accident near Laneville, Texas, April 23, 2012
On April 23, 2012 at about 4:30 pm local time, a amateur-built BREEZY, registered N6155M, was substantially damaged in an accident during enroute near Laneville, Texas. 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
A loss of engine power due to carburetor ice.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 23, 2012 · about 4:30 pm local time
- Place
- Laneville, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built BREEZY
- Registration
- N6155M · no longer on the register · serial 101
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the airplane’s engine lost power during cruise flight. He increased the mixture and manipulated the throttle to no avail. He chose a field for a forced landing, but at the last minute, he saw a barbed wire fence in the flight path. The pilot did not want the open-cockpit airplane to hit the barbed wire fence directly, so he pulled back on the control column in an attempt to clear the fence. The airplane then "pancaked" to the ground. A postaccident examination of the airplane and engine did not reveal any failures or malfunctions that would have resulted in the loss of engine power. The closest recorded temperature and dewpoint were conducive for carburetor icing conditions at glide and cruise power.
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 defining event
- Loss of control in flight during landing
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on equipment
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel control/carburetor › Not specified
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 474 hours in all; 18 in this make and model; 52 in the last 90 days; 47 in the last 30 days; 373 as pilot in command
- Last flight review: June 3, 2010
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, May 1, 2011; 20 hours since
- Maximum gross weight: 1,455 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming 0-235-C2C (piston); 0 hours total
The flight
- Departed from: KPSN Palestine TX at 3:45 pm
- Destination: K3F3 Mansfield LA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 360° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 32°F (0°C)
- Observation at 5:35 pm from KJSO, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.