Champion 8KCAB accident near Fredericksburg, Texas, May 25, 2019
On May 25, 2019 at about 6:35 pm local time, a 1972 Champion 8KCAB, registered N68557, was substantially damaged in an accident during enroute (cruise) near Fredericksburg, Texas. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power due to fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 25, 2019 · about 6:35 pm local time
- Place
- Fredericksburg, Texas · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Champion 8KCAB No Series, built 1972 · all 8KCABs on the register
- Registration
- N68557 · no longer on the register · serial 41-72
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and passenger were conducting a cross-country flight following the airplane's annual inspection. During cruise flight, the flight experienced higher-than-forecast wind and the pilot was concerned about fuel quantity, so he diverted to a nearby airport. During the diversion, the engine lost power and the airplane was substantially damaged during the subsequent forced landing. A postaccident examination revealed that both fuel tanks were empty. An examination of the engine and fuel system revealed no mechanical anomalies that would have precluded normal operation; therefore, the loss of engine power is consistent with fuel exhaustion.
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
- Fuel exhaustion during enroute (cruise) defining event
- Collision during takeoff/land during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- Personnel issues › Task performance › Planning/preparation › Flight planning/navigation › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › High wind › Effect on operation
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,562 hours in all; 57 in this make and model; 56 in the last 90 days; 36 in the last 30 days; 5,423 as pilot in command
- Last flight review: October 28, 2018
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rear
- Injury: minor injuries
The aircraft
- Airframe total time: 2,269.4 hours
- Last inspection: annual inspection, May 25, 2019
- Maximum gross weight: 1,950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AEIO-360H1A (piston); 449 hours total
The flight
- Departed from: T31 Mckinney TX at 4:05 pm
- Destination: 5C1 San Antonio TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 320° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,900 ft
- Temperature: 88°F (31°C), dew point 0°F (-18°C)
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 N68557 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.