Amateur-built Thorp T-18 accident near Stephenville, Texas, January 1, 2003
On January 1, 2003 at about 9:55 pm local time, a amateur-built Thorp T-18, registered N335BW, was substantially damaged in an accident near Stephenville, Texas (Clark Field). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's loss of directional control as result of his failure to compensate for the prevailing wind conditions. A contributing factor was the gusty crosswinds.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 1, 2003 · about 9:55 pm local time
- Place
- Stephenville, Texas · Clark Field · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Thorp T-18
- Registration
- N335BW · registry record · serial 720
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of a tailwheel-equipped homebuilt airplane lost control of the aircraft during the takeoff roll from the 4,200-foot long by 75-foot wide asphalt Runway 32. The 647-hour instrument-rated private pilot stated that he applied full power slowly, holding back pressure on the controls until the airplane became airborne. During the transition from back pressure to forward pressure a gust of wind came from the west. The pilot was unable to compensate for the wind in a timely fashion to maintain directional control of the airplane. The airplane became airborne after cresting the top of a berm on the east side of the runway, and landed hard on the far side of the berm, spraying the landing gear. The nearest weather reporting station, which is located 34-nautical miles north of the accident site, reported winds from 290 degrees at 17 knots, gusting to 24 knots. The peak winds were reported from 270 degrees at 27 knots.
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; instrument: airplane
- Flight time: 647 hours in all; 292 in this make and model; 4 in the last 90 days; 4 in the last 30 days
- Last flight review: November 9, 2002
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 365 hours
- Last inspection: continuous airworthiness programme, December 7, 2002; 4 hours since
- Maximum gross weight: 1,585 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming IO-320-BIA (piston); 0 hours total
The flight
- Departed from: SEP Stephenville TX at 9:55 pm
- Destination: HPY Baytown TX
- Flight plan: none
- Runway 32, 4,200 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 17 knots, gusting 24
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 36°F (2°C)
- Altimeter: 29.70 inHg
- Observation at 8:53 pm from MWL, 34 miles away
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.
Other NTSB records under N335BW 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.