North American SNJ 5 accident near Kingsville, Texas, April 25, 2018
On April 25, 2018 at about 5:25 pm local time, a North American SNJ 5, registered N12377, was destroyed in an accident during maneuvering near Kingsville, Texas (Kingsville Nas airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain airspeed during a steep turn after takeoff, resulting in an exceedance of the airplane's critical angle of attack and a subsequent accelerated stall at an altitude too low for recovery.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 25, 2018 · about 5:25 pm local time
- Place
- Kingsville, Texas · Kingsville Nas · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- North American SNJ 5 · all SNJ 5s on the register
- Registration
- N12377 · no longer on the register · serial 85086
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot, who was the owner of the vintage military trainer airplane, and a pilot-rated passenger were conducting a right turn just after takeoff, while still over the runway surface. Witnesses reported that the airplane's bank angle exceeded 90° and the highest altitude achieved was 200-300 ft. above ground level. The airplane then descended nose low and impacted a the ground less than 1 minute after takeoff. Radar data indicated that the airplane's average airspeed during the final portion of the flight was 87 mph and the bank angle reached about 56°, which would have resulted in a load factor of about 1.8g. Airplane performance data indicated that the accelerated stall speed at this load factor was about 95 mph, thus it is likely that, during the turn, the airplane exceeded its critical angle of attack and entered an accelerated stall at an altitude too low for the pilot to recover. Postaccident examination of the airplane did not reveal any anomalies that could be attributed to a preimpact mechanical deficiency. The airplane was equipped with tandem seating and dual flight controls; the owner was seated in the front seat and the passenger was seated in the rear seat. The removable rear cockpit control stick was found outside of the airplane, and it could not be determined if the stick was installed at the time of the accident. No conclusive determination could be made as to which occupant was manipulating the controls during the accident sequence. The private pilot was using decongestant and allergy medications. Toxicological testing identified diphenhydramine, a sedating antihistamine, at levels that were likely impairing; however, the extent to which this contributed to the accident 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
- Aerodynamic stall/spin during maneuvering defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Lateral/bank control › Incorrect use/operation
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Capability exceeded
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 3,000 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: fatal
Pilot-Rated Passenger
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,000 hours in all
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rear
- Injury: fatal
The aircraft
- Airframe total time: 7,718 hours
- Last inspection: annual inspection, November 20, 2017
- Maximum gross weight: 5,300 lb
- Seats: 2
- Landing gear: retractable
- Engine: Pratt & Whitney R-1340-AN-1 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: NQI Kingsville TX at 5:24 pm
- Destination: HYI Austin TX
- Flight plan: none
- Runway 13R, 8,000 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 120° at 16 knots, gusting 23
- Visibility: 10 statute miles
- Sky: a few clouds at 3,000 ft
- Temperature: 88°F (31°C), dew point 55°F (13°C)
- Altimeter: 30.01 inHg
- Observation at 5:32 pm from NQI
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.
Other NTSB records under N12377 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.