Vans Aircraft RV4 accident near Springtown, Texas, September 23, 2006
On September 23, 2006 at about 12:37 pm local time, a Vans Aircraft RV4, an amateur-built aircraft,, registered N7LC, was substantially damaged in an accident near Springtown, Texas (Kezer Air Ranch Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons. A contributing factor was 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
- September 23, 2006 · about 12:37 pm local time
- Place
- Springtown, Texas · Kezer Air Ranch Airport
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Vans Aircraft RV4, amateur-built
- Registration
- N7LC · no longer on the register · serial 87
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 14,498-hour private pilot experienced a loss of engine power shortly after takeoff from the 2,400-foot long, by 20-foot wide airstrip. The pilot elected to make a 180-degree turn back to the airstrip; however, the single-engine homebuilt airplane landed short of the runway. The pilot reported that he conducted a preflight prior to his departure and reported having 8 gallons of fuel aboard the airplane for the local flight to his intended destination. The pilot added that while climbing out on runway heading "the engine quit and he was unable to restart it after switching fuel tanks." At the time of the attempted restart the airplane was about 3/4 of a mile from the departure end of the airport at approximately 400 feet above the ground. The pilot further stated that after determining that there was no suitable forced landing areas ahead of the flight path, he elected to turn back toward the airport. The airplane was unable to reach the departure end of runway 34. During the forced landing, the airplane collided with a pipe fence and came to rest in the upright position approximately 40 feet inside of the airport property. The reason for the reported loss of engine power could not be determined. The weather at the airport was reported as 10 miles visibility with winds from 180 degrees at 12 knots. The airplane sustained structural damage.
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; rotorcraft: glider
- Flight time: 14,498 hours in all; 750 in this make and model; 5 in the last 90 days; 2 in the last 30 days; 1,421 as pilot in command
- Last flight review: February 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: minor injuries
The aircraft
- Last inspection: 100-hour inspection, March 1, 2006
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 0 hours total
The flight
- Departed from: Springtown TX
- Destination: Crandbury TX
- Flight plan: none
- Runway 34, 2,400 ft by 20 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 12 knots
- Visibility: 12 statute miles
- Sky: broken clouds at 3,000 ft
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
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.