Quicksilver MXII accident near Killeen, Texas, September 24, 2020
On September 24, 2020 at about 4:05 pm local time, a 2000 Quicksilver MXII, registered N9045Z, was substantially damaged in an accident during maneuvering near Killeen, Texas (Skylark Field 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
A total loss of engine power due to cold seizure for a reason that could not be determined, and the pilot’s subsequent exceedance of the airplane’s critical angle of attack, which resulted in an aerodynamic stall and impact with the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 24, 2020 · about 4:05 pm local time
- Place
- Killeen, Texas · Skylark Field Airport · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Quicksilver MXII, built 2000
- Registration
- N9045Z · no longer on the register · serial 0558
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane had just departed, and witnesses reported seeing the airplane maneuver without engine power. A dash-cam video of the accident showed the airplane attempt to return to the airport. The airplane flew at a low altitude with its wings rocking side to side. During the final portion of the flight, the airplane’s right wing dropped, and the airplane descended into the ground, consistent with an exceedance of the critical angle of attack leading to an aerodynamic stall. The airplane came to rest inverted next to the westbound highway guard rail. The left wing and fuselage sustained substantial damage. Examination of the airplane after the accident revealed no preimpact anomalies with respect to the airframe. Examination of the 2-stroke engine revealed scoring between the magneto side piston and its corresponding cylinder, consistent with cold seizure. The cold seizure was likely the result of improper engine warm-up or excessive temperature differential between the coolant entering the engine compared to the coolant exiting the engine. The airplane had been equipped with a larger radiator than the engine manufacturer supplied. The reason for the cold seizure could not be definitively determined. The pilot was at risk of impairment from combined effects of hydrocodone and chlorpheniramine. However, whether impairing effects of those medications contributed to the accident cannot be determined. Based on the available evidence, the airplane’s engine lost power due to cold seizure for a reason that could not be determined. While attempting to return to the airport, the pilot exceeded the airplane’s critical angle of attack leading to an aerodynamic stall and impact with the ground.
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
- Loss of engine power (total) during maneuvering defining event
The NTSB's findings
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Damaged/degraded
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Unknown/Not determined
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Capability exceeded
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 450 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
Pilot-Rated Passenger
- Certificate: private
- Ratings: single-engine land
- Flight time: 650 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 513.4 hours
- Last inspection: condition inspection, September 9, 2020
- Maximum gross weight: 720 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 582 Mod 90 (piston); 0 hours total
The flight
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 030° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,200 ft
- Temperature: 70°F (21°C), dew point 61°F (16°C)
- Altimeter: 30.02 inHg
- Observation at 10:56 am from KILE, 1 miles away
Weather report (METAR): KILE 241556Z AUTO 03008KT 10SM OVC022 21/16 A3002 RMK AO2 SLP154 T02060161 PNO $
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 April 15, 2022. 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 | Autopsy Memorandum | PDF, 1 page | View Download |
| 2 | Toxicological Report | PDF, 2 pages | View Download |
| 3 | Rotax Engine Examination Report | PDF, 12 pages | View Download |
| 4 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
| 5 | Maintenance Records | PDF, 16 pages | View Download |
| 6 | Manufacturer Specifications | PDF, 1 page | View Download |
| 7 | Dash Camera Video of Accident | video | View Download |
| 8 | Photos | PDF, 5 pages | View Download |
| 9 | Weather Information | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N9045Z 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.