Amateur-built CHRISTEN EAGLE II accident near Galveston, Texas, August 20, 1998
On August 20, 1998 at about 9:00 pm local time, a amateur-built CHRISTEN EAGLE II, registered N72BJ, was substantially damaged in an accident near Galveston, Texas (Scholes Field 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 inflight structural failure of the wing spars for the lower wings due to an undetermined reason.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 20, 1998 · about 9:00 pm local time
- Place
- Galveston, Texas · Scholes Field Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built CHRISTEN EAGLE II CHRISTEN E
- Registration
- N72BJ · registry record · serial M-0118
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot reported that the in-flight structural failure of the wing spars for the lower wings on a homebuilt experimental biplane. The pilot reported that the airplane was in a shallow dive at an airspeed of 190 to 200 mph, while at an altitude of 4,200 feet above ground level, when he felt a flutter, accompanied by a severe airframe vibration. He also observed the flying wires on the biplane lose their tension 'and make large loops.' The pilot added that the airplane 'may have rolled or tumbled.' He regained control of the airplane after reducing engine power and landed the airplane without further incident. Examination of the airplane by the pilot revealed that all four lower wing spars (forward and aft) failed in flight. The pilot recommended a redesign of the drag and anti-drag blocks at the compression ribs. However, the reason for the failure of the lower wing spars could not be conclusively 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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 936 hours in all; 125 in this make and model; 70 in the last 90 days; 16 in the last 30 days; 854 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 607 hours
- Last inspection: annual inspection, January 20, 1998; 84 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AEIO-360-A1D (piston); 0 hours total
The flight
- Departed from: GLS at 8:45 pm
- Flight plan: none
- Runway 13, 6,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 0°F (-18°C)
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.
Other NTSB records under N72BJ the same tail number, which may have belonged to a different aircraft at the time
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.