Embraer 120 accident near Eagle Lake, Texas, September 11, 1991
On September 11, 1991 at about 3:03 pm local time, a Embraer 120, registered N33701, was destroyed in an accident near Eagle Lake, Texas. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 14 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE OF CONTINENTAL EXPRESS MAINTENANCE AND INSPECTION PERSONNEL TO ADHERE TO PROPER MAINTENANCE AND QUALITY ASSURANCE PROCEDURES FOR THE AIRPLANE'S HORIZONTAL STABILIZER DEICE BOOTS THAT LED TO THE SUDDEN IN-FLIGHT LOSS OF THE PARTIALLY SECURED LEFT HORIZONTAL STABILIZER LEADING EDGE AND THE IMMEDIATE SEVERE NOSE-DOWN PITCHOVER AND BREAKUP OF THE AIRPLANE. CONTRIBUTING TO THE CAUSE OF THE ACCIDENT WAS THE FAILURE OF CONTINENTAL EXPRESS MANAGEMENT TO ENSURE COMPLIANCE WITH THE APPROVED MAINTENANCE PROCEDURES, AND THE FAILURE OF THE FAA SURVEILLANCE TO DETECT AND VERIFY COMPLIANCE WITH APPROVED PROCEDURES. (NTSB REPORT AAR-92/04)
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 11, 1991 · about 3:03 pm local time
- Place
- Eagle Lake, Texas
- Type
- Accident
- Injuries
- 14 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Embraer 120
- Registration
- N33701 · no longer on the register · serial 120-L77
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE AIRPLANE BROKE UP IN FLIGHT WHILE DESCENDING FROM FL240. THE HORIZONTAL STABILIZER, OR TOP OF THE T-TYPE TAIL, HAD SEPARATED FROM THE FUSELAGE BEFORE GROUND IMPACT. EXAMINATION REVEALED THAT THE 47 SCREW FASTENERS THAT WOULD HAVE ATTACHED THE UPPER SURFACE OF THE LEADING EDGE ASSEMBLY FOR THE LEFT SIDE OF THE HORIZONTAL STABILIZER WERE MISSING. THEY HAD BEEN REMOVED THE NIGHT BEFORE DURING SCHEDULED MAINTENANCE. INVESTIGATION REVEALED THAT THERE WAS A LACK OF COMPLIANCE WITH THE FAA-APPROVED GENERAL MAINTENANCE MANUAL PROCEDURES BY THE MECHANICS, INSPECTORS, AND SUPERVISORS RESPONSIBLE FOR ASSURING THE AIRWORTHINESS OF THE AIRPLANE THE NIGHT BEFORE THE ACCIDENT. IN ADDITION, ROUTINE SURVEILLANCE OF THE CONTINENTAL EXPRESS MAINTENANCE DEPARTMENT BY THE FAA WAS INADEQUATE AND DID NOT DETECT DEFICIENCIES, SUCH AS THOSE THAT LED TO THIS ACCIDENT.
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: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 4,243 hours in all; 2,468 in this make and model
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,229 hours
- Last inspection: continuous airworthiness programme, September 10, 1991
- Maximum gross weight: 26,000 lb
- Seats: 30
- Landing gear: retractable
- Engine: P&W (turboprop); 0 hours total
- Fire in flight and on the ground
The flight
- Departed from: LRD Laredo TX at 2:09 pm
- Destination: IAH Houston TX
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 070° at 7 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 3,000 ft; not recorded at 3,000 ft
- Temperature: 82°F (28°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 2:50 pm
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 11 |
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 N33701 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.