Beech BE-95-B55 accident near Houston, Texas, May 12, 2000
On May 12, 2000 at about 4:51 pm local time, a Beech BE-95-B55, registered N4005A, was destroyed in an accident near Houston, Texas (William P. Hobby Airport). It was a personal flight under general aviation rules (Part 91). 6 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of control on takeoff as a result of the pilot's failure to remove the flight control lock due to his inadequate preflight inspection. A contributing factor was the pilot exceeding the aircraft's certificated maximum weight and balance limitations.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 12, 2000 · about 4:51 pm local time
- Place
- Houston, Texas · William P. Hobby Airport · map
- Type
- Accident
- Injuries
- 6 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE-95-B55
- Registration
- N4005A · registry record · serial TC-1318
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot did not perform an aircraft runup and proceeded to takeoff. Numerous witnesses observed the airplane pitch up to a 70 to 80-degree nose high attitude upon liftoff. The witnesses then observed the nose of the airplane momentarily pitch nose down slightly and immediately pitch nose high again. They then reported observing the airplane roll to the left and impact the ground in a nose low, left wing low attitude. Shortly after impacting the ground, a fire erupted. Examination of the wreckage revealed that the pilot had failed to remove the control lock pin from the control column. A safety alert, service instruction, and mandatory service bulletin were issued by the aircraft manufacturer, which dealt with control lock awareness and a control lock modification. The pilot/aircraft owner did not comply with the service instruction and mandatory service bulletin, nor did he have the original control lock assembly installed. A conservative weight and balance computation indicated that the pilot loaded the airplane beyond the airplane's certificated maximum gross weight and aft center of gravity limitations. An autopsy of the pilot revealed that he had suffered from an 'acute myocardial infarct' prior to the airplane impacting the ground.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,111 hours in all; 740 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: approved inspection programme, November 30, 1999
- Maximum gross weight: 5,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-470-L (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: HOU at 4:51 pm
- Destination: L49 Galliano LA
- Flight plan: IFR
- Runway 22, 7,602 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 100° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,500 ft; not recorded
- Temperature: 84°F (29°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 4:50 pm from HOU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 5 |
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.