Amateur-built Debus-Casst-Snoshoo accident near Oklahoma City, Oklahoma, May 29, 2005
On May 29, 2005 at about 5:15 pm local time, a amateur-built Debus-Casst-Snoshoo, registered N102MB, was substantially damaged in an accident near Oklahoma City, Oklahoma (Clarence E Page Muni airport). It was an air show or air race flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain airspeed which resulted in an inadvertent stall. A contributing factor was the loss of engine power as result of the fracture of the number two piston to crankshaft connecting rod.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 29, 2005 · about 5:15 pm local time
- Place
- Oklahoma City, Oklahoma · Clarence E Page Muni · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Debus-Casst-Snoshoo
- Registration
- N102MB · no longer on the register · serial DMB-001
- Damage
- Substantial damage
- Flight
- Air show or air race flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
On the third lap of an International Formula One Air Race the pilot aborted the race and turned south toward the center of the airport after experiencing a complete loss of engine power. The private pilot performed an emergency descent with an intended landing on runway 35R (a 3,502-foot-long and 75-foot wide asphalt/concrete runway). Near the approach end of runway 35R and approximately 50 feet above ground level (agl), the airplane stalled and started to spin to the left. Subsequently, the airplane impacted the edge of runway 35R in a near vertical nose-down attitude before coming to rest in an inverted position. An examination of the modified four-cylinder engine revealed the loss of engine power was due to a fracture of the number two piston to crankshaft connecting rod.
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: 700 hours in all; 15 in this make and model
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: serious injuries
The aircraft
- Airframe total time: 95 hours
- Last inspection: condition inspection, July 1, 2004
- Seats: 1
- Landing gear: fixed
- Engine: Teledyne Continental O-200 (piston); 0 hours total
The flight
- Departed from: F29 Oklahoma City OK
- Destination: Oklahoma City OK
- Flight plan: none
- Runway 35R, 3,502 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 110° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,200 ft; clear
- Temperature: 73°F (23°C), dew point 64°F (18°C)
- Altimeter: 29.87 inHg
- Observation at 11:53 am from PWA
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.
Other NTSB records under N102MB 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.