Beech C-45G accident near Blountville, Tennessee, February 2, 1996
On February 2, 1996 at about 11:30 pm local time, a Beech C-45G, registered N204AA, was substantially damaged in an accident near Blountville, Tennessee (Tri-City Regional airport). It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's improper use of carburetor heat which resulted in a continuing loss of engine power, and the right landing gear's failure to extend during a single engine approach. A factor was the insufficient time available to extend the landing gear via the emergency extension procedure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 2, 1996 · about 11:30 pm local time
- Place
- Blountville, Tennessee · Tri-City Regional · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech C-45G · all C-45Gs on the register
- Registration
- N204AA · no longer on the register · serial 51-11522
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that as he overflew the Tri-City airport, Tennessee at 9,000 feet, the right engine power slowly decreased. The airplane was in the clouds with an outside air temperature of about zero degrees Celsius. Right engine manifold heat was applied for a few seconds, with no noticeable difference in engine performance. The right magnetos were also checked with no obvious malfunctions noted. A descent for landing was initiated to the Tri-City airport and manifold heat was applied and removed several times, with no appreciable effect. On short final approach, when the landing gear was extended, the right main gear did not indicate down. There was insufficient time to perform the emergency gear extension procedure. A go-around was initiated, during which the pilot discovered that the left manifold heat control was now stuck in the 'ON' position. The pilot stated that with less than full power available on the left engine, and the right propeller unfeathered, the airplane could be climbed to about 200 feet. He flew the airplane until terrain clearance was no longer possible, then landed in a field, gear up. The airplane slid into trees and was substantially damaged.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,400 hours in all; 350 in this make and model; 200 in the last 90 days; 75 in the last 30 days; 3,108 as pilot in command; 1,630 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 16,972 hours
- Last inspection: 100-hour inspection, December 29, 1995; 20 hours since
- Maximum gross weight: 10,100 lb
- Seats: 2
- Landing gear: retractable
- Engine: P&W R-985 (piston); 0 hours total
The flight
- Departed from: IMS Madison IN at 10:00 pm
- Destination: CLT Charlotte NC
- Flight plan: IFR
- Runway 5, 7,999 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 002° at 10 knots, gusting 18
- Visibility: 2.5 statute miles
- Sky: overcast at 4,700 ft
- Temperature: 16°F (-9°C), dew point 1°F (-17°C)
- Altimeter: 30.00 inHg
- Observation at 11:30 pm from TRI, 2 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.