Amateur-built RV-6A accident near San Antonio, Texas, April 29, 2004
On April 29, 2004 at about 11:30 pm local time, a amateur-built RV-6A, registered N65RV, was substantially damaged in an accident near San Antonio, Texas (John Henry Key airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. 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
- April 29, 2004 · about 11:30 pm local time
- Place
- San Antonio, Texas · John Henry Key · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RV-6A
- Registration
- N65RV · no longer on the register · serial 20342
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 1,591-hour pilot reported that prior to the accident flight, he performed a preflight check verifying the fuel levels in each wing tank using a metered stick. After departure, upon reaching a cruise altitude of 2,500 feet msl, he started a turn to the north, and the engine quit. The pilot turned on the electric boost pump, noticed a suitable field for landing, and continued the turn to the field. After leveling the wings on final approach to the field, the engine "came back on" and the pilot terminated the forced landing. A few seconds later, the engine began "sputtering," forcing him to lower the nose to maintain airspeed as the airplane descended into trees. The reason for the loss of engine power was not determined.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,591 hours in all; 15 in this make and model; 16 in the last 90 days; 15 in the last 30 days; 678 as pilot in command
- Last flight review: March 8, 2004
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 438 hours
- Last inspection: condition inspection, April 22, 2004; 10 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-E2A (piston); 0 hours total
The flight
- Departed from: 7TA8 Boerne TX at 11:30 pm
- Destination: 5C1 San Antonio TX
- Flight plan: none
- Runway 22, 2,300 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 9 knots
- Visibility: 10 statute miles
- Sky: overcast at 25,000 ft; a few clouds at 4,000 ft
- Temperature: 81°F (27°C), dew point 66°F (19°C)
- Altimeter: 29.89 inHg
- Observation at 10:53 pm from KSAT, 16 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.