Beech B95 accident near Cedar City, Utah, January 12, 2004
On January 12, 2004 at about 6:42 pm local time, a Beech B95, registered N9679R, was destroyed in an accident near Cedar City, Utah (Cedar City Muni airport). It was a flight test under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot in command's (examinee) failure to maintain airspeed which resulted in a stall. Contributing to the accident was the inadequate supervision by the designated examiner.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 12, 2004 · about 6:42 pm local time
- Place
- Cedar City, Utah · Cedar City Muni · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B95 · all B95s on the register
- Registration
- N9679R · no longer on the register · serial TD351
- Damage
- Destroyed
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The check ride flight departed from the airport at 1120. At approximately 1400, the airplane was reported overdue, and the local flight school launched some airplanes to initiate a search. According to radar data, the airplane appeared to be maneuvering at an altitude that varied between 8,200 feet msl and 9,000 feet msl and a groundspeed that varied between 40 knots and 200 knots. The last radar position at 1141:03 indicated an altitude of 8,900 feet msl and a ground speed of 6 knots. An on scene examination of the airplane revealed no anomalies.
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: 300 hours in all; 8 in this make and model; 240 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: fatal
Pilot (unmanned)
- Certificate: airline transport pilot, 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: 28,500 hours in all; 9,500 as pilot in command
- Last flight review: October 31, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 977.1 hours
- Last inspection: 100-hour inspection, November 24, 2003
- Maximum gross weight: 4,100 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Textron Lycoming O-360-A1A (piston); 0 hours total
- Engine 2: Textron Lycoming O-360-A1A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: CDC Cedar City UT at 6:17 pm
- Destination: CDC
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 34°F (1°C), dew point 21°F (-6°C)
- Altimeter: 30.09 inHg
- Observation at 6:53 pm from CDC, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.