Piper PA-25-235 accident near Fabens, Texas, July 22, 1999
On July 22, 1999 at about 3:10 pm local time, a Piper PA-25-235, registered N6736Z, was substantially damaged in an accident near Fabens, Texas (Fabens Airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadvertent flight into adverse weather conditions. A factor was the windshear weather conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 22, 1999 · about 3:10 pm local time
- Place
- Fabens, Texas · Fabens Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-25-235 · all PA-25-235s on the register
- Registration
- N6736Z · no longer on the register · serial 25-2349
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, the airplane was loaded with 80 gallons of cottonseed oil and 30 gallons of aviation gasoline. He taxied to the departure end of the runway and performed a 'normal full rich mixture and full throttle roll' then lifted off approximately 1/3 down the length of the runway. The pilot stated that the airplane climbed approximately 100 feet above the ground and then encountered a 'windshear...and there was a loss of lift.' The pilot added that the airplane's engine was producing 'full power and red line RPM and full rich mixture.' He attempted to maintain altitude without stalling the airplane; however, the propeller clipped a power line. The airplane's left wing impacted a power line pole, the airplane's right wing then impacted another power line pole, and the airplane came to rest against a brick fence. According to the El Paso weather facility, located 22 miles northwest of the accident site, there were towering cumulonimbus clouds to the southeast near the time of the accident.
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: single-engine land
- Flight time: 27,128 hours in all; 19,900 in this make and model; 78 in the last 90 days; 42 in the last 30 days; 27,120 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 7,107 hours
- Last inspection: annual inspection, August 4, 1998; 128 hours since
- Maximum gross weight: 2,900 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-540-A1C5 (piston); 0 hours total
The flight
- Departed from: E35 at 3:10 pm
- Flight plan: none
- Runway 26, 4,200 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 12,000 ft
- Temperature: 73°F (23°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 2:51 pm from ELP, 22 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.