Beech BE-45-T-34B accident near Montgomery, Alabama, May 14, 1998
On May 14, 1998 at about 9:57 pm local time, a Beech BE-45-T-34B, registered N9280Z, was destroyed in an accident near Montgomery, Alabama (Maxwell Air Force Base airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The installation of an incorrect engine nose seal that subsequently dislodged from the normally installed position, and resulted in the loss of engine power. A factor was the loss of engine oil.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 14, 1998 · about 9:57 pm local time
- Place
- Montgomery, Alabama · Maxwell Air Force Base · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE-45-T-34B BE-45-T-34
- Registration
- N9280Z · no longer on the register · serial BG-349
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
At 1654, Caveat 7 was cleared for takeoff from runway 15 at Maxwell AFB. At 1657, the pilot reported he had oil on his windshield. The tower controller watched as the airplane entered a steep left turn. The airplane collided with the ground about 250 feet northeast of a Burger King Restaurant, and burst into flames. The passenger stated after takeoff, at 500 feet, the passenger and pilot both noticed oil on the windscreen. After the pilot turned downwind for the forced landing, the engine began to sputter. At this point, the windscreen was completely covered with oil. The passenger stated the airplane then nosed down, banked 45 degrees to the left, and they returned to level flight before impacting the parking lot. According to Aero Club maintenance personnel, the engine was scheduled for removal the following day. The engines' total time was at TBO (time between overhaul). After the accident, It was noted, during the engine examination, that the crankshaft rubber seal assembly (nose seal) was approximately one inch forward of its normally installed position. It was also noted the nose seal was not the correct part as described in the engine parts manual.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,540 hours in all; 200 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 12,722 hours
- Last inspection: 100-hour inspection, February 13, 1998; 90 hours since
- Maximum gross weight: 2,950 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental O-470-4 (3) (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: MXF at 9:54 pm
- Flight plan: VFR
- Runway 15, 8,000 ft by 200 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 10 knots
- Visibility: 7 statute miles
- Sky: scat at 9,000 ft
- Temperature: 95°F (35°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 10:17 pm from MXF, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.