Amateur-built HAWKER FB60 accident near Breckenridge, Texas, July 25, 2017
On July 25, 2017 at about 2:10 pm local time, a 1956 amateur-built HAWKER FB60, registered N254SF, was substantially damaged in an accident during approach (VFR pattern final) near Breckenridge, Texas (Stephens County airport). It was an other work-use flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power for reasons that could not be determined because postaccident engine examination and testing did not reveal any mechanical malfunctions or anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 25, 2017 · about 2:10 pm local time
- Place
- Breckenridge, Texas · Stephens County · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built HAWKER FB60 NO SERIES, built 1956
- Registration
- N254SF · registry record · serial 37514
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness, who was a repair facility employee, stated that, on the morning of the accident, the airplane was fueled and then flown for about 15 to 20 minutes without incident. The accident flight was the second flight of the day and was also about 15 to 20 minutes long. The witness's cell phone video revealed that the airplane was on short final for the runway as it descended and turned left; it then disappeared into a wooded area. The airplane collided with a tree and then impacted the ground and came to rest upright. First responders to the accident site stated that the fuel lines had been severed, and fuel was covering the ground under the airplane. The propeller blades did not exhibit signs of power during impact. Postaccident testing of the engine's distributors and fuel pump did not reveal any anomalies. However, postaccident testing of the injection carburetor revealed that the right float switch pin was dislodged from its cylinder, but it could not be determined when the pin became dislodged. The pin was reinstalled into its cylinder, and subsequent testing of the injection carburetor revealed that it was out of tolerance; however, the specialists at the repair station stated that, although several of the carburetor readings were out of tolerance, none of the indications would have caused a loss of engine power. Postaccident examination of the engine did not reveal any evidence of preimpact mechanical malfunctions or anomalies that would have precluded normal operation. The fuel selector was found positioned to the auxiliary fuel tank line, not the main fuel tank line. The valve was impact-separated from the airplane, and its preaccident position could not be confirmed. Based on the available evidence, the reason for the loss of engine power could not be determined.
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 approach (VFR pattern final) defining event
- Off-field or emergency landing during approach (VFR pattern final)
- Collision with terrain or object (not controlled flight into terrain) during approach (VFR pattern final)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Effect on operation
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: serious injuries
Passenger
- Seat: rear
- Injury: serious injuries
The aircraft
- Airframe total time: 1,294.3 hours
- Last inspection: annual inspection, July 11, 2017; 1.8 hours since
- Seats: 2
- Landing gear: retractable
- Engine: Curtiss Wright R3350-36WD (piston); 0 hours total
The flight
- Departed from: BKD Breckenridge TX at 1:50 pm
- Destination: BKD Breckenridge TX
- Flight plan: none
- Runway 17, 4,997 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 68°F (20°C)
- Altimeter: 30.07 inHg
- Observation at 1:55 pm from KBKD, 1 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
9 documents, released by the NTSB on November 8, 2018. 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 | Video File | MOV file | Download |
| 2 | Correspondence - Ezell Aviation Employees | PDF, 2 pages | View Download |
| 3 | Engine Examination Summary | PDF, 1 page | View Download |
| 4 | FAA Inspector's Statement - Component Testing | PDF, 2 pages | View Download |
| 5 | Maintenance Records | PDF, 51 pages | View Download |
| 6 | Correspondence - Additional Carburetor Testing | PDF, 4 pages | View Download |
| 7 | Photos | PDF, 7 pages | View Download |
| 8 | Correspondence - Ezell Aviation Email | PDF, 2 pages | View Download |
| 9 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | 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.
