Hawker Beechcraft 76 accident near Fort Worth, Texas, October 26, 2011
On October 26, 2011 at about 2:05 pm local time, a Hawker Beechcraft 76, registered N6018U, was substantially damaged in an accident during maneuvering near Fort Worth, Texas (Hicks Airfield). It was an instructional flight under general aviation rules (Part 91). 3 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight instructor's failure to maintain airspeed above the air minimum control airspeed (Vmca), which resulted in a loss of control and impact with terrain. Contributing to the accident was the instructor's failure to follow published procedures to retract the landing gear and maintain 85 knots minimum airspeed during the one-engine-inoperative go-around maneuver.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 26, 2011 · about 2:05 pm local time
- Place
- Fort Worth, Texas · Hicks Airfield · map
- Type
- Accident
- Injuries
- 3 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Hawker Beechcraft 76
- Registration
- N6018U · no longer on the register · serial ME-161
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
On a training flight, the flight instructor reduced the right engine power to simulate an engine failure. During simulated shutdown and feathering, the right engine was inadvertently shut down and the propeller feathered. After several unsuccessful attempts to restart the right engine, the pilot receiving instruction maneuvered the airplane to land. The airplane was on final approach about 1,000 feet above ground level (agl) and flying about 120 knots; the pilot receiving instruction lowered the landing gear, and the airplane began to slow and descend for a straight-in landing on the runway. The instructor stated that they would have a difficult time turning the airplane left onto the taxiway, so he suggested landing on a different runway, which would require a right turn onto the taxiway. The instructor then took control of the airplane and began a go-around with the landing gear still extended, despite published procedures to raise the landing gear during a go-around. However, the airplane continued to descend, and the airspeed continued to slow below the published one-engine-inoperative go-around procedure to maintain 85 knots minimum airspeed. The airplane was about 100 feet agl and slowing through 65 knots when the airplane suddenly banked to the right, which is indicative of a roll and loss of control at air minimum control airspeed (Vmca) of 65 knots. The airplane impacted terrain in a right-wing-down and nose-down attitude. A postaccident examination of the airframe and engines revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
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
What happened, in order
- Engine shutdown during maneuvering
- Loss of engine power (total) during maneuvering defining event
- Off-field or emergency landing during maneuvering
- Collision with terrain or object (not controlled flight into terrain)
- Dragged wing/rotor/float/other
- Fire/smoke (post-impact) during post (impact)
- Cabin safety event during post (impact)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Instructor/check pilot
- factor Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Instructor/check pilot
- factor Personnel issues › Task performance › Use of equip/info › Use of manual › Instructor/check pilot
- factor Personnel issues › Task performance › Use of equip/info › Use of checklist › Instructor/check pilot
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 11,532 hours in all; 500 in this make and model; 42 in the last 90 days; 9 in the last 30 days; 11,465 as pilot in command; 8,741 on instruments
- Last flight review: June 24, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 199 hours in all
- Last flight review: August 17, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 15,725 hours
- Last inspection: annual inspection, April 7, 2011; 71 hours since
- Maximum gross weight: 3,900 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming O-360-A1G6D (piston); 0 hours total
- Engine 2: Lycoming LO-360-A1G6D (piston); 3,238 hours total
- Fire on the ground
- Operator: Pro Aircraft
The flight
- Departed from: T67 Fort Worth TX at 1:50 pm
- Destination: T67 Fort Worth TX
- Flight plan: none
- Runway 32, 3,740 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots, gusting 17
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 63°F (17°C)
- Altimeter: 29.87 inHg
- Observation at 1:53 pm from KAFW, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| 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.