Beech A23 accident near Fort Klamath, Oregon, February 8, 2003
On February 8, 2003 at about 6:15 pm local time, a Beech A23, registered N2392W, was substantially damaged in an accident near Fort Klamath, Oregon. It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The separation of the rod end cap from the connecting rod for an undetermined reason during the descent for landing. The ditch was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 8, 2003 · about 6:15 pm local time
- Place
- Fort Klamath, Oregon · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A23 · all A23s on the register
- Registration
- N2392W · no longer on the register · serial MA-7
- 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 during descent for landing, the engine started to "knock" and "shutter." About 15 seconds later a "significant noise" was heard and oil and smoke began to come out of the engine cowling. The pilot initiated a forced landing to an open field. During the landing roll, the aircraft traveled over a ditch, which sheared off the nose gear. During the post-accident engine inspection, oil was visible on the bottom engine cowling and oil was streaked along the bottom of the fuselage from the engine to the tail. A large hole was noted to the top left side of the crankcase as well as a hole in the bottom left side between cylinders two and four. The number two rod end cap was missing as well as the bolts and nuts. Severe heat distress was noted on the number two connecting rod end and to the associated crankshaft rod journal. All oil passages were clear. The number two bearing was missing. Fragments of connecting rod and bearing material was found in the oil sump. The remaining connecting rods were intact with no evidence of heat distress noted. All oil lines were intact and connections were tight. No evidence of an oil leak was noted.
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: 321 hours in all; 131 in this make and model; 1 in the last 90 days; 1 in the last 30 days; 274 as pilot in command
- Last flight review: October 19, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,653 hours
- Last inspection: annual inspection, January 21, 2003; 2 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-A2B (piston); 0 hours total
The flight
- Departed from: RDM Redmond OR at 5:00 pm
- Destination: 2S7 Chiloquin OR
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft
- Temperature: 30°F (-1°C), dew point 19°F (-7°C)
- Altimeter: 30.11 inHg
- Observation at 5:53 pm from LMT, 35 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.