Beech B95A accident near Burlington, Wisconsin, September 30, 2004
On September 30, 2004 at about 9:30 pm local time, a Beech B95A, registered N1703Y, was destroyed in an accident near Burlington, Wisconsin (Burlington Muni airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper maintenance of the fuel servo resulting in a loose adjustment nut and subsequent failure of the fuel injection servo which led to a complete loss of power on the right engine. Other causes were the pilot's failure to obtain or maintain minimum controllable airspeed which resulted in an uncommanded roll and subsequent impact with the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 30, 2004 · about 9:30 pm local time
- Place
- Burlington, Wisconsin · Burlington Muni · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B95A · all B95As on the register
- Registration
- N1703Y · no longer on the register · serial TD-498
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was destroyed when it impacted terrain following a loss of control after takeoff. A witness observed the airplane takeoff and then make a right turn that increased in bank angle until the airplane impacted the ground. Examination of the airplane's control system revealed no pre-impact abnormalities. Examination of the left engine revealed no pre-impact abnormalities. An examination and subsequent test run of the right engine revealed that the engine would not operate continuously with the installed fuel servo. A flow test of the fuel servo showed that the fuel flow was not within the manufacturer's specifications. Disassembly of the fuel servo showed that the fuel regulator nuts were loose and not the same as those originally supplied by the manufacturer. The measured drag torque of the regulator nuts was below the manufacturer's minimum specifications. An overhaul tag indicated that the fuel servo had been previously overhauled. A search of the aircraft records for the previous 5 years showed no record of the fuel servo being overhauled.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,508 hours in all; 243 in the last 90 days
- Last flight review: March 1, 2003
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 7,934.7 hours
- Last inspection: annual inspection, November 1, 2003; 202.3 hours since
- Maximum gross weight: 4,200 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming IO-360-B1A (piston); 0 hours total
- Engine 2: Lycoming IO-360-B1A (piston); 0 hours total
The flight
- Departed from: BUU Burlington WI at 9:30 pm
- Destination: WI10 Wilmot WI
- Flight plan: none
- Runway 11, 4,300 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 36°F (2°C)
- Altimeter: 29.97 inHg
- Observation at 9:36 pm from KBUU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.