Beech 19A accident near Fredericksburg, Texas, August 2, 2003
On August 2, 2003 at about 10:30 pm local time, a Beech 19A, registered N7643R, was substantially damaged in an accident near Fredericksburg, Texas. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partial loss of engine power due to a rich mixture and reduced airflow to the engine. Contributing factors were the owner's failure to obtain an annual inspection, and improper maintenance procedures used in the installation of the air filter.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 2, 2003 · about 10:30 pm local time
- Place
- Fredericksburg, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 19A · all 19As on the register
- Registration
- N7643R · no longer on the register · serial MB 435
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The engine lost power during the initial climb through 500 feet. The pilot turned the airplane toward the airport and elected to execute a forced landing. The FAA inspector reported that the annual inspection was overdue, and that improper maintenance procedures used in the installation of the air filter and overdue annual inspection rendered the aircraft un-airworthy. Inspection of the induction system revealed that part of the filtering foam of the air filter was pinched between the filter screen and filter box. Further examination of the carburetor revealed that a 6 inch long and 1/4 inch wide piece of the filtering element was found lodged over metal vanes located at the carburetor venturi. The carburetor representative reported that: "The piece of foam would have not only reduced the airflow to the engine, but also caused the air fuel mixture to become too rich, both of which would tend to reduce power output."
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: 330 hours in all; 320 in this make and model; 100 in the last 90 days; 30 in the last 30 days; 285 as pilot in command
- Last flight review: March 14, 2003
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,261.3 hours
- Last inspection: annual inspection, July 19, 2002; 248 hours since
- Maximum gross weight: 2,250 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming RL-25015-27A (piston); 0 hours total
The flight
- Departed from: T82 Fredericksburg TX at 10:30 pm
- Destination: MDD Midland TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 200° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 6,000 ft
- Temperature: 91°F (33°C), dew point 63°F (17°C)
- Altimeter: 29.97 inHg
- Observation at 10:25 pm from T82, 1 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.
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.