Buckeye BREEZE accident near Smithville, Texas, April 18, 2015
On April 18, 2015 at about 7:40 pm local time, a Buckeye BREEZE (powered parachute), registered UNREG, suffered minor damage in an accident during takeoff near Smithville, Texas (Smithville Crawford Muni airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The noncertificated pilot's loss of directional control during takeoff, which resulted in impact with a utility pole and hangar. Contributing to the accident was the pilot's failure to obtain flight instruction before attempting to fly the aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 18, 2015 · about 7:40 pm local time
- Place
- Smithville, Texas · Smithville Crawford Muni · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Buckeye BREEZE 2200 · all BREEZEs on the register
- Registration
- UNREG · no longer on the register · serial UNK
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The noncertificated pilot, who had not received any previous flight instruction, reported that, during takeoff, the powered parachute was caught by a gust of wind and veered off the left side of the runway. He was unable to regain control, as he was unfamiliar with the parachute and engine controls, and the aircraft impacted a utility pole and hangar. A nearby weather observation system reported calm winds at the time of the accident. Therefore, it is likely that the pilot experienced a loss of control due to his unfamiliarity with the aircraft.
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 control on ground during takeoff
- Runway excursion during takeoff
- Collision during takeoff/land during takeoff defining event
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- factor Personnel issues › Experience/knowledge › Experience/qualifications › Qualification/certification › Pilot
- factor Personnel issues › Experience/knowledge › Training › Initial instruct/training › Pilot
Pilot
- Flight time: 0 hours in all; 0 in this make and model
- Medical certificate: None
- Seat: frt
- Injury: serious injuries
The aircraft
- Maximum gross weight: 900 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 583 (piston); 0 hours total
The flight
- Departed from: 84R Smithville TX at 7:40 pm
- Flight plan: none
- Runway 17, 4,000 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 3,700 ft; scat at 1,600 ft
- Temperature: 75°F (24°C), dew point 70°F (21°C)
- Altimeter: 29.79 inHg
- Observation at 7:35 pm from K3T5, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under UNREG the same tail number, which may have belonged to a different aircraft at the time
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.