Amateur-built Tri Q2 accident near Branson, Missouri, September 22, 2006
On September 22, 2006 at about 2:10 pm local time, a amateur-built Tri Q2, registered N6628K, was destroyed in an accident near Branson, Missouri (M Graham Clark airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fatigue failure, originating in an area of surface corrosion, of the right elevator mid span hinge pin and the subsequent failure of the elevator torque tube. Additional causes are the separation of the elevator from the airframe due to the hinge pin and torque tube failures, and the pilot's inability to maintain control of the airplane after separation of the control surface.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 22, 2006 · about 2:10 pm local time
- Place
- Branson, Missouri · M Graham Clark · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Tri Q2
- Registration
- N6628K · no longer on the register · serial 1969SW
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was destroyed when it impacted trees and terrain during an uncontrolled descent, which resulted from an in-flight separation of the right elevator. A witness reported that the airplane appeared to be in a descent as if approaching to land, when something separated from the airframe. A second witness reported the airplane banked to the right, "winged over," and began a clockwise descending spiral. The right elevator was recovered approximately 1,250 feet from the accident site. Examination of the elevator revealed corrosion and fatigue failure of the mid span hinge pivot pin. The examination also noted surface corrosion on the mid span hinge pin in the area of the fatigue failure. Failure of the mid span hinge pin allowed the control surface to buckle, which subsequently fractured the integral torque tube running along the leading edge of the elevator. Flexing of the control surface permitted the outboard end of the torque tube to slide free of the outboard hinge support. This allowed the elevator to separate from the airframe. In addition, the torque tube cutout at the mid span hinge fitting appeared to be oversized from that shown in the aircraft construction plans. The cutout of the torque tube at the mid span hinge support extended around approximately 120 degrees at the forward side of the tube. According to the plans, the cutout for the hinge was shown to be approximately 80 degrees. The reduced cross section on the torque tube due to the oversized cutout resulted in increased stresses in the area of the cutout.
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
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,120 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Injury: fatal
The aircraft
- Last inspection: inspection type not recorded
- Seats: 2
- Landing gear: fixed
- Engine: Continental C85 (piston); 0 hours total
The flight
- Departed from: PLK Point Lookout MO at 1:45 pm
- Destination: MCI Kansas City MO
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 160° at 8 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 68°F (20°C)
- Altimeter: 29.62 inHg
- Observation at 1:53 pm from HRO, 22 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
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.