Cessna T50-A17 accident near Brackettville, Texas, March 4, 1990
On March 4, 1990 at about 5:00 pm local time, a Cessna T50-A17, registered N578EK, was substantially damaged in an accident near Brackettville, Texas (Ft. Clark Springs airport). It was a ferry flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
AN ENGINE FAILURE CAUSED BY A MALFUNCTIONING CARBURETOR AND THE PILOT'S MISJUDGING HIS OBSTACLE CLEARANCE WHICH RESULTED IN A WIRE STRIKE WHILE MANEUVERING TO LAND. FACTORS IN THE ACCIDENT WERE THE UNCOMMANDED DEPLOYMENT OF CARBURETOR HEAT ON BOTH ENGINES, AN INOPERATIVE GEAR RETRACTION SYSTEM, AND A PROPELLER SYSTEM WHICH COULD NOT BE FEATHERED.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 4, 1990 · about 5:00 pm local time
- Place
- Brackettville, Texas · Ft. Clark Springs · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T50-A17 · all T50-A17s on the register
- Registration
- N578EK · registry record · serial 2581
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRCRAFT WAS DEPARTING FROM AN AIRSTRIP ON A FERRY PERMIT FOR AN INOPERABLE LANDING GEAR MECHANISM. THE PILOT REPORTED THAT THE AIRCRAFT'S RIGHT ENGINE FAILED AT APPROXIMATELY 75 TO 100 FEET AGL DURING INITIAL CLIMB. THE PROPELLER WAS NOT OF A TYPE THAT COULD BE FEATHERED. HE STATED THAT HE WAS UNABLE TO LAND ON THE REMAINING RUNWAY AND ELECTED TO CIRCLE TO LAND. DURING THE CIRCLING MANEUVER, THE PILOT FELT THAT HE WOULD BE UNABLE TO RETURN TO THE AIRSTRIP AND ATTEMPTED TO ALIGN THE AIRCRAFT FOR LANDING ON A ROAD AHEAD OF THE AIRCRAFT. DURING A STEEP RIGHT BANK FOR THIS PURPOSE THE AIRCRAFT'S RIGHT WING STRUCK A POWER LINE, CARTWHEELED, AND COLLIDED WITH THE TERRAIN. THE ON SITE INSPECTION REVEALED THAT BOTH ENGINES WERE HAVING SOME CARBURETOR HEAT APPLIED EVEN THOUGH THE CONTROL POSITIONS WERE OFF. THE RIGHT CARBURETOR INLET SCREEN WAS VERY DIRTY AND THE ACCELERATOR PUMP WAS STUCK AT THE ONE QUARTER THROTTLE OPEN POSITION. THIS WAS NOT IMPACT RELATED.
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; single-engine sea; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 6,718 hours in all; 11 in this make and model; 40 in the last 90 days; 4 in the last 30 days; 6,022 as pilot in command; 378 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,304 hours
- Last inspection: inspection type not recorded, July 23, 1987; 11 hours since
- Maximum gross weight: 5,700 lb
- Seats: 5
- Landing gear: retractable
- Engine: Jacobs R-755-9 (piston); 0 hours total
The flight
- Destination: NONE Tula Rosa TX
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 150° at 10 knots
- Visibility: 20 statute miles
- Sky: overcast; not recorded
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
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.