Amateur-built Pusher accident near Redding, California, August 14, 2005
On August 14, 2005 at about 7:17 pm local time, a amateur-built Pusher, registered N43PP, was substantially damaged in an accident near Redding, California. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the in-flight separation of the propeller for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 14, 2005 · about 7:17 pm local time
- Place
- Redding, California · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Pusher
- Registration
- N43PP · no longer on the register · serial 050
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pusher configuration propeller departed the airplane during flight and the airplane impacted trees during a forced landing in a field. The pilot was established in cruise flight at 7,500 feet mean sea level when he felt a vibration. The vibration then became "severe" and he heard a series of clinking noises. He immediately began preparations for an emergency landing because he knew that his propeller had separated from the airplane. The pilot force-landed the airplane in a vacant field. The pilot stated that about 2 weeks prior to the accident he had removed the wooden American Propeller and installed a different propeller. The new propeller was too long for ground clearance so the pilot reinstalled the original wooden American Propeller. The original hardware was used to install the propeller and the bolts were torqued to the recommended amount. The bolts were also safety wired. After its installation, the propeller was operationally tested. Prior to its removal, the propeller had been installed on the airplane for about 1 year with no operational or mechanical problems noted. The pilot did not have any other reported vibrations on flights leading up to the accident. Post accident examination by the responding airport personnel showed that the propeller and the attachment bolts were not on the propeller flange. Three of the bolt holes showed evidence of rubbing and partial elongation of the holes. The propeller and its attachment hardware were not recovered.
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: private
- Ratings: single-engine land
- Flight time: 1,652 hours in all; 51 in this make and model; 15 in the last 90 days; 8 in the last 30 days; 1,632 as pilot in command
- Last flight review: July 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 154 hours
- Last inspection: continuous airworthiness programme, February 1, 2005; 35 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: retractable
- Engine: Hibbler IO-360-C1C (piston); 0 hours total
The flight
- Departed from: VUO Vancouver WA at 4:20 pm
- Destination: WLW Willows Glen CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 54°F (12°C)
- Altimeter: 29.96 inHg
- Observation at 6:37 pm from RDD, 1 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.