Beech 55 accident near San Antonio, Texas, October 5, 2018
On October 5, 2018 at about 4:30 pm local time, a 1979 Beech 55, registered N6674Y, was substantially damaged in an accident during takeoff near San Antonio, Texas (San Antonio Intl airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper takeoff trim setting and failure to properly secure his seatbelt, which resulted in a loss of airplane control. Contributing to the accident was the pilot's failure to follow the Before Takeoff checklist.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 5, 2018 · about 4:30 pm local time
- Place
- San Antonio, Texas · San Antonio Intl · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 55 E55, built 1979
- Registration
- N6674Y · no longer on the register · serial TE-1168
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, the day before the accident flight, he had flown the airplane and wanted to become more comfortable with new instruments that had been installed. So, after the flight, while in a hangar, he and a friend turned the airplane's electrical power on to familiarize the pilot with the autopilot system and specifically with how it would follow heading bug settings. During the familiarization, they "ran the [pitch] trim all the way up." The pilot added that, before takeoff for the accident flight, he did not check the pitch trim setting because he believed it would be the same as his previous flight, instead of the pitch trim setting after his autopilot ground familiarization. He added that, during takeoff, the nose pitched up severely. He lowered the nose, and the airplane entered a negative G condition. He realized that he "did not latch the seat belt very good" and saw that his seatbelt had disconnected and that he was no longer in his seat and could not regain airplane control. The airplane struck the runway, porpoised, and the nose landing gear collapsed. The airplane skidded and struck a taxiway light. Postaccident examination of the airplane revealed that the vertical trim tab was in the full-down position, indicating that full nose-up trim was applied. The airplane sustained substantial damage to both engines and the fuselage. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. The Pilot's Operating Handbook checklist titled, "Before Takeoff," stated: Seat Belts and Shoulder Harnesses – CHECK… 15. Trim – AS REQUIRED FOR TAKE-OFF
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
What happened, in order
- Miscellaneous/other during prior to flight
- Abrupt maneuver during takeoff defining event
- Abnormal runway contact during takeoff
- Landing gear collapse during takeoff
- Collision with terrain or object (not controlled flight into terrain) during takeoff
The NTSB's findings
- cause Aircraft › Aircraft systems › Flight control system › Elevator tab control system › Incorrect use/operation
- cause Aircraft › Aircraft systems › Equipment/furnishings › Flight compartment equipment › Incorrect use/operation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Pitch control › Attain/maintain not possible
- factor Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
- Environmental issues › Physical environment › Object/animal/substance › Runway/taxi/approach light › Contributed to outcome
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,907 hours in all; 1,322 in this make and model; 3,897 as pilot in command
- Last flight review: September 20, 2015
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 5,414.5 hours
- Last inspection: annual inspection, March 20, 2017
- Maximum gross weight: 5,324 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Continental IO-520-CB8B (piston); 1,377 hours total
- Engine 2: Continental IO-520-CB (piston); 1,444 hours total
The flight
- Departed from: SAT San Antonio TX at 4:30 pm
- Destination: SAT San Antonio TX
- Flight plan: none
- Runway 13R, 8,502 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 140° at 9 knots
- Visibility: 10 statute miles
- Sky: scat at 2,800 ft
- Temperature: 84°F (29°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 4:51 pm from KSAT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on December 17, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Record of Conversation - Pilot | PDF, 1 page | View Download |
| 3 | POH Checklist Excerpt | PDF, 3 pages | View Download |
| 4 | Accident Photo | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.