Beech 77 accident near Austin, Texas, March 8, 2005
On March 8, 2005 at about 5:30 pm local time, a Beech 77, registered N3870W, was substantially damaged in an accident near Austin, 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
The loss of engine power due to the failure of the number three connecting rod. Contributing factors were the foreign object located within the engine lubrication system, inadequate inspection of the engine by other maintenance personal, and the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 8, 2005 · about 5:30 pm local time
- Place
- Austin, Texas · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 77 · all 77s on the register
- Registration
- N3870W · no longer on the register · serial WA-261
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 5,797-hour pilot reported during cruise flight, he heard "a loud fluttering metallic sound" originating from the engine followed by the propeller stopping abruptly. The pilot initiated a forced landing into a nearby golf course. After touchdown, the pilot noted that due to the downhill slope, and wet grass, braking action was minimal. As the airplane crossed rising terrain near the green, the pilot applied full aft controls and the airplane became airborne. Subsequently, the airplane impacted trees and came to rest upright. Examination of the engine revealed that the number three cylinder connecting rod was separated from the crankshaft. The number three journal was gouged, scoured, and displayed evidence of heat distress. Small amounts of paper fiber, consistent with a shop towel were found throughout the engine crankcase, oil filter, and oil screen. An entry in the engine logbook indicated that the day prior to the accident, the crankshaft, lifters, oil pump impellers, and right magneto were replaced.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,797 hours in all; 25 in this make and model; 55 in the last 90 days; 23 in the last 30 days; 5,438 as pilot in command; 4,077 on instruments
- Last flight review: November 6, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 1,675 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: 5R3 Lago Vista TX
- Destination: AUS Austin TX
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 090° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
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.