Cessna 414 accident near San Antonio, Texas, October 19, 1989
On October 19, 1989 at about 3:17 pm local time, a Cessna 414, registered N5820H, was substantially damaged in an accident near San Antonio, Texas (Kelly Afb airport). It was a personal flight under general aviation rules (Part 91). 3 people were seriously injured and 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE OF THE RIGHT PROPELLER UNFEATHERING ACCUMULATOR HOSE DUE TO IMPROPER INSTALLATION AND CHAFFING, AND THE PILOT'S OPERATION OF THE AIRPLANE BEYOND ITS ENGINE OUT PERFORMANCE CAPABILITY. FACTORS WERE INADEQUATE COMPANY MAINTENANCE, AND THE PILOT'S CONTINUED OPERATION WITH KNOWN MECHANICAL MALFUNCTIONS, AND IMPROPER EMERGENCY PROCEDURES.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 19, 1989 · about 3:17 pm local time
- Place
- San Antonio, Texas · Kelly Afb
- Type
- Accident
- Injuries
- 3 people were seriously injured and 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 414 · all 414s on the register
- Registration
- N5820H · no longer on the register · serial 414-0642
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING THE TAKEOFF ROLL, THE PLT WAS ADVISED BY TOWER THAT HE WAS TRAILING SMOKE. HE DISREGARDED THE RPT AS HE HAD SEEN SMOKE BEFORE AND THOUGHT IT WAS A NORMAL CONDITION. HE CONTINUED THE TAKEOFF. SHORTLY THEREAFTER, THE ACFT EXPERIENCED A THRUST LOSS OF THE RT ENG. AN ATTEMPT WAS MADE TO RETURN TO THE ARPT, BUT IT WAS UNSUCCESSFUL. THERE WAS EVIDENCE OF SINGLE ENG PERFORMANCE DEGRADATION DUE TO A 9.4% OVER GROSS CONDITION AND THE PLT'S FAILURE TO RAISE THE GEAR AND FEATHER THE RT PROP. THE PLT EXECUTED A FORCED LANDING INTO A VACANT LOT. INVESTIGATION REVEALED THAT THE THRUST LOSS WAS A RESULT OF THE FAILURE, DUE TO CHAFFING, OF THE RT UNFEATHERING ACCUMULATOR HOSE WHICH HAD BEEN MISROUTED DURING ENG INSTALLATION. THE ORIGINAL SMOKE OBSERVED BY THE PLT WAS DUE TO CRACKS IN THE RT EXHAUST SYS WHICH ORIGINATED FROM PREVIOUS WELD REPAIRS DURING ENG INSTALLATION. NEITHER CONDITION HAD BEEN IDENTIFIED BY OPERATOR MAINTENANCE PERSONNEL.
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
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 14,332 hours in all; 115 in this make and model; 24 in the last 90 days; 16 in the last 30 days; 14,132 as pilot in command; 9,449 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,296 hours
- Last inspection: 100-hour inspection, August 18, 1989
- Maximum gross weight: 6,350 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-J2 (piston); 0 hours total
- Fire on the ground
- Operator: Eglin Aero Club
The flight
- Departed from: SKF San Antonio TX at 3:15 pm
- Destination: VPS Eglin Afb FL
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 350° at 2 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 50°F (10°C), dew point 25°F (-4°C)
- Altimeter: 30.00 inHg
- Observation at 2:55 pm from SKF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 | 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.