North American T-28D accident near Sherman, Texas, March 2, 2008
On March 2, 2008 at about 6:30 pm local time, a North American T-28D, registered N8523A, was substantially damaged in an accident during enroute (cruise) near Sherman, Texas. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of engine power for undetermined reasons. A factor was the soft terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 2, 2008 · about 6:30 pm local time
- Place
- Sherman, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- North American T-28D · all T-28Ds on the register
- Registration
- N8523A · no longer on the register · serial 51-3530
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
In a written statement provided to the NTSB, the pilot reported that the airplane was in cruise flight at approximately 3,000 feet above ground level when the oil pressure gauge began to fluctuate. The pilot observed that the oil temperature and cylinder head temperature readings remained within the normal range. Additionally, the pilot stated that the engine "shuddered" several times before he experienced a total loss of engine power. Due to altitude and airspeed, the pilot reported that the only landing area available was a "soft, sandy, field." During the landing roll out the left main gear and nose gear dug into the soft terrain resulting in the collapse of the left main and nose landing gear. The airplane sustained substantial damage to the left wing. The pilot, sole occupant of the airplane, was able to egress without assistance.
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
What happened, in order
- Loss of engine power (total) during enroute (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- factor Environmental issues › Physical environment › Runway/land/takeoff/taxi surfa › Soft › Not specified
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 33,500 hours in all; 99 in this make and model
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 3,500 hours
- Last inspection: inspection type not recorded
- Seats: 2
- Landing gear: retractable
- Engine: Curtis Wright R-1820-86A (piston); 0 hours total
The flight
- Departed from: KONM Socorro NM
- Destination: KDUA Durant OK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 12 knots
- Visibility: 10 statute miles
- Sky: overcast at 3,100 ft
- Temperature: 66°F (19°C), dew point 54°F (12°C)
- Altimeter: 29.76 inHg
- Observation at 6:23 pm from KGYI, 17 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.