Amateur-built BUSHBY MUSTANG II incident near Spicewood, Texas, August 14, 1989
On August 14, 1989 at about 1:45 pm local time, a amateur-built BUSHBY MUSTANG II, registered N123WP, was involved in an incident near Spicewood, Texas (Austin Air Ranch airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO MAINTAIN PROPER CLEARANCE FROM PERSONNEL ON THE GROUND.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 14, 1989 · about 1:45 pm local time
- Place
- Spicewood, Texas · Austin Air Ranch · map
- Type
- Incident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built BUSHBY MUSTANG II BUSHBY MUS
- Registration
- N123WP · registry record · serial 195
- Damage
- Not recorded
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FEMALE VICTIM WAS RIDING A GALLUPING HORSE ADJACENT AND PARALLEL TO THE RUNWAY AS THE PILOT WAS PERFORMING A SERIES OF TAKE OFFS, LANDINGS, AND TOUCH AND GOES. THIS HAD BEEN ARRANGED BY THE VICTIM FOR A PROFESSIONAL PHOTOGRAPHER TO TAKE PICTURES OF HER, AS SHE AND HER HORSE WERE PASSED BY THE AIRPLANE OVERTAKING HER FROM BEHIND. THE HORSE AND RIDER WERE ON THE RIGHT SIDE OF THE RUNWAY, BETWEEN THE PHOTOGRAPHER AND THE RUNWAY. A WITNESS REPORTED THAT ON THE SIXTH OR SEVENTH PASS, A 'POPPING SOUND' WAS HEARD AS THE AIRPLANE PASSED. HE 'ASSUMED' THAT INDICATED CONTACT BETWEEN THE AIRPLANE WING AND THE VICTIM'S HEAD. HE ALSO OBSERVED THE RIDER, WHO 'APPEARED TO BE UNCONSCIOUS' FALL OFF OF THE HORSE AS IT CONTINUED TO RUN. THE AIRPORT MANAGER DID NOT SEE THE MISHAP, BUT HEARD A 'LOUD THUMP.' THE PHOTOGRAPHER'S WRITTEN AFFIDAVIT STATED IN PART THAT THE AIRPLANE 'VEERED OFF COURSE AND STRUCK JAMIE WHICH IN THE BACK OF THE HEAD.'
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: airline transport pilot, flight instructor, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 11,500 hours in all; 273 in this make and model; 240 in the last 90 days; 80 in the last 30 days; 4,500 as pilot in command; 560 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 943 hours
- Last inspection: annual inspection, March 21, 1989; 43 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming O-320-E2A (piston); 0 hours total
The flight
- Departed from: 88R Spicewood TX at 1:00 pm
- Flight plan: none
- Runway 17, 3,000 ft by 30 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds
- Temperature: 81°F (27°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 6:54 pm from AUS, 24 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.