Beech C23 accident near Kansas City, Missouri, February 22, 1999
On February 22, 1999 at about 1:05 am local time, a Beech C23, registered N6014F, was substantially damaged in an accident near Kansas City, Missouri (Kansas City Downtown Arpt airport). It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper positioning of the fuel selector. Factors to the accident were the transmission wires, the building, and the flood levy wall.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 22, 1999 · about 1:05 am local time
- Place
- Kansas City, Missouri · Kansas City Downtown Arpt · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C23 · all C23s on the register
- Registration
- N6014F · no longer on the register · serial M2107
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that while turning left, to base leg, the engine started to lose power and he immediately checked the throttle and mixture controls. The pilot reported that the throttle and mixture controls were in the 'Full' position. The pilot reported that the engine then began to accelerate and decelerate without throttle or mixture control inputs. The pilot stated, 'Again the engine sounded as if it would come back and then abruptly stopped.' In an interview with Federal Aviation Administration (FAA) Inspectors, the pilot reported that he switched fuel tanks and checked for carburetor icing on the downwind portion of his traffic pattern for Runway 01. An examination of the aircraft was conducted at the accident site. The fuel selector was found in the 'Off' position, the throttle and mixture were found in the 'Full' positions, carburetor heat was 'Cold', the magneto switch was on 'Both', boost pump was 'On', and the master switch was found in the 'Off' position. It was reported that crash/rescue selected the master switch from 'On' to the 'Off' position. No other flight controls or instruments were reported to be changed. Examination of the engine revealed no anomalies that would prevent operation of the engine. There was approximately eight gallons of Aviation grade 100 Low Lead fuel found in the right fuel tank. The left tank was compromised in the accident sequence. The engine was installed on a test stand and subjected to a functional test run. The engine was found to run without any anomalous behavior.
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: single-engine land; instrument: airplane
- Flight time: 416 hours in all; 10 in this make and model; 29 in the last 90 days; 14 in the last 30 days; 352 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,610 hours
- Last inspection: annual inspection, February 18, 1999; 4 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4K (piston); 0 hours total
The flight
- Departed from: MKC at 11:40 pm
- Destination: MKC
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 080° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 34°F (1°C), dew point 18°F (-8°C)
- Altimeter: 30.00 inHg
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.
Other NTSB records under N6014F 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.