Nanchang China CJ-6 accident near Brewster, Washington, July 3, 2006
On July 3, 2006 at about 1:50 am local time, a Nanchang China CJ-6, registered N8120H, was substantially damaged in an accident near Brewster, Washington (Anderson Field). 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 failure of the engine's three planetary gears for undetermined reasons. A factor contributing to the accident was the tree orchard.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 3, 2006 · about 1:50 am local time
- Place
- Brewster, Washington · Anderson Field · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Nanchang China CJ-6 · all CJ-6s on the register
- Registration
- N8120H · no longer on the register · serial 48-21
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight at 5,000 feet the pilot heard a loud bang, followed by an instantaneous increase in RPM. Subsequent attempts to sustain engine power with throttle and propeller inputs were unsuccessful, which resulted in the pilot attempting a forced landing to a paved runway approximately 4 miles away. The airplane subsequently impacted the last row of trees of an orchard less than one-half mile from the end of the runway, which resulted in the airplane coming to rest on its belly oriented on an easterly heading. A post accident examination of the airplane's engine revealed that all three planetary gears were severely damaged, and all three gears appeared to have lost all gear teeth, with a portion of the gear teeth located in the oil sump. The reason for the damage to the planetary gears was not 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: private
- Ratings: single-engine land; single-engine sea
- Flight time: 1,384 hours in all; 65 in this make and model; 1,321 as pilot in command
- Last flight review: July 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 2,112 hours
- Last inspection: condition inspection, April 1, 2006; 7 hours since
- Maximum gross weight: 3,080 lb
- Seats: 2
- Landing gear: retractable
- Engine: Housia HS6 (piston); 0 hours total
The flight
- Departed from: AWO Arlington WA at 1:00 am
- Destination: OMK Omak WA
- Flight plan: none
- Runway 07, 4,000 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 34°F (1°C)
- Altimeter: 29.93 inHg
- Observation at 1:53 am from OMK, 20 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.
Other NTSB records under N8120H 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.