Beech A23A incident near Kress, Texas, May 20, 2004
On May 20, 2004, a Beech A23A, registered N6943Q, suffered minor damage in an incident near Kress, Texas (Vaughn Airport). It was an instructional 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
The in-flight separation of the crankshaft for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 20, 2004
- Place
- Kress, Texas · Vaughn Airport · map
- Type
- Incident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A23A · all A23As on the register
- Registration
- N6943Q · no longer on the register · serial M-1085
- Damage
- Minor damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 1,911-hour certificated flight instructor reported that while in cruise flight, the propeller separated from the engine. The instructor stated that just prior to the propeller separating from the engine, he noticed a light oil spray covering the windscreen. The instructor then took control of the airplane and executed a forced landing to a nearby airport without further incident. The owner of the airplane reported that he was not aware of any anomalies leading to the failure of the propeller assembly, there were no pre-existing vibrations, no propeller changes, and to his knowledge, "no prior incursion or indications of this occurrence." Examination of the engine revealed that the crankshaft separated aft of the propeller flange. A metallurgical examination of the fractured area of the crankshaft revealed the fracture (consistent with fatigue) within the nitrided layer of the crankshaft originated from a small circumferential crack (consistent with overload) and progressed to the identification stamp. The origination from the original crack is undetermined.
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,911 hours in all; 25 in this make and model; 391 in the last 90 days; 53 in the last 30 days; 1,783 as pilot in command; 120 on instruments
- Last flight review: July 26, 2003
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: student
- Medical certificate: None
- Injury: no injuries
The aircraft
- Airframe total time: 2,389.8 hours
- Last inspection: annual inspection, January 9, 2004
- Maximum gross weight: 2,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-346-A (piston); 0 hours total
The flight
- Departed from: 1E7 Amarillo TX at 11:50 pm
- Destination: PVW Plainview TX
- Flight plan: none
- Runway 17, 3,900 ft by 40 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 41°F (5°C)
- Altimeter: 29.96 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.