Amateur-built MARQUART MA-5 accident near Pecos, Texas, September 7, 1997
On September 7, 1997 at about 9:00 pm local time, a amateur-built MARQUART MA-5, registered N82ND, was substantially damaged in an accident near Pecos, Texas (Pecos Municipal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate compensation for the crosswind during a forced landing following a loss of engine power due to fuel exhaustion for an undetermined reason. Factors were the gusty winds and rough/uneven terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 7, 1997 · about 9:00 pm local time
- Place
- Pecos, Texas · Pecos Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built MARQUART MA-5 MARQUART M
- Registration
- N82ND · registry record · serial 0140
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Two hours 3 minutes after refueling, the engine lost power. During the forced landing, the airplane drifted (winds gusting to 30 mph) across a runway (4,000 ft remained behind a taxiing aircraft), landed between runways, and struck a berm. During the previous flight of 2 hrs, there were no discrepancies and the fuel burn was 10 gph (usable fuel 27 gallons). When the pilot took 'his dipstick and dipped his fuel tank, the stick came out dry.' Subsequently, 3 or 4 ounces of fuel was drained from the fuel sump. The pilot examined the engine (without notifying the IIC) and reported finding the carburetor metering control lever assembly loose with a vertical travel from 1/3 to 1/2 inch, the mixture control lever was off the mixture control metering valve assembly by 1/3 inch, and the mixture control lock wire installed backwards. These components were not preserved for examination by the IIC. The manufacturer representative reported that some of the part numbers submitted by the pilot were incorrect for the carburetor. He further stated that the loose components 'could allow a little enrichment at the carburetor; however, the main jet of the carburetor meters the fuel to the engine.'
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 single-engine; instrument: airplane; rotorcraft: glider
- Flight time: 1,000 hours in all; 30 in this make and model; 100 in the last 90 days; 40 in the last 30 days; 700 as pilot in command; 150 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 900 hours
- Last inspection: annual inspection, August 16, 1997; 28 hours since
- Maximum gross weight: 1,665 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A4A (piston); 0 hours total
The flight
- Departed from: T82 Fredericksburg TX at 7:00 pm
- Destination: PEQ
- Flight plan: none
- Runway 14, 6,236 ft by 80 ft
Weather at the time
- Light: daylight
- Wind: from 140° at 10 knots
- Visibility: 20 statute miles
- Sky: scat at 7,000 ft
- Temperature: 91°F (33°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 8:50 pm from INK, 29 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.