Beech C23 accident near Shreveport, Louisiana, August 24, 2004
On August 24, 2004 at about 9:29 pm local time, a Beech C23, registered N9714Q, was substantially damaged in an accident near Shreveport, Louisiana (Shreveport Regional airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 2 people had minor injuries. 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
- August 24, 2004 · about 9:29 pm local time
- Place
- Shreveport, Louisiana · Shreveport Regional · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C23 · all C23s on the register
- Registration
- N9714Q · no longer on the register · serial M1364
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The single-engine airplane was forced to land following a loss of engine power while maneuvering. The 800-hour commercial pilot reported that he was flying at an indicated altitude of approximately 600 feet, while demonstrating the importance of short field techniques to his passengers. As he increased power to initiate a climb to 1,500 feet agl, "the engine lost power." An engine restart was attempted, but was unsuccessful. Subsequently, the pilot initiated a forced landing straight ahead into high vegetation. The pilot added that he moved the mixture to the idle cut-off position and attempted to slow the airplane as much as possible before the airplane impacted trees. The pilot did not report any mechanical anomalies in two previous flights that day in the same airplane. There was usable fuel found on board the airplane at the accident site. The reason for the reported 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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 800 hours in all; 30 in this make and model; 90 in the last 90 days; 20 in the last 30 days; 700 as pilot in command; 300 on instruments
- Last flight review: April 30, 2004
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,600 hours
- Last inspection: annual inspection, March 1, 2004; 30 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
The flight
- Departed from: DTN Shreveport LA
- Destination: DTN Shreveport LA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 200° at 12 knots, gusting 17
- Visibility: 10 statute miles
- Sky: scat at 4,900 ft
- Temperature: 93°F (34°C), dew point 70°F (21°C)
- Altimeter: 29.90 inHg
- Observation at 8:56 pm from SHV, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.