Beech C18S accident near Waldron, Arkansas, May 24, 1999
On May 24, 1999, a Beech C18S, registered N9729H, was destroyed in an accident near Waldron, Arkansas (Waldron Municipal airport). It was a business flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the separation of a propeller blade in cruise flight as a result of fatigue cracking emanating from surface corrosion pitting.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 24, 1999
- Place
- Waldron, Arkansas · Waldron Municipal · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C18S · all C18Ss on the register
- Registration
- N9729H · no longer on the register · serial 8205
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a cross-country flight, the pilot of the twin-engine airplane reported to air traffic control that he has 'lost an engine.' A witness observed the right engine hanging from its lower mounts as the airplane turned right and headed towards the nearest airport. The airplane impacted trees approximately 1 mile short of the runway threshold. Examination of the right engine propeller revealed that one of its blades was separated about mid-span. The separated tip section of the blade was not recovered. Metallurgical examination of the fracture surface revealed that the blade failed as a result of a fatigue crack that originated from corrosion pits on the camber surface (face) of the blade. The failed blade was examined approximately 6 hours prior to the accident in accordance with an airworthiness directive (AD 81-13-06 R2) that called for inspections of the blade for corrosion and fatigue. However, the inspections called out in the AD were only applicable to the blade fillet and shank regions, well inboard of the fracture location on the failed blade. Overhaul of the propeller in accordance with the propeller manufacturer's manual includes grinding of each blade to 'remove all visual evidence of corrosion.' According to the airplane's owner, the propellers had not been overhauled in the eight years that he had owned the aircraft. The maintenance records were destroyed in the accident, which precluded determination of the date and time of the last propeller overhaul. The accident airplane was being operated under Title 14 CFR Part 91, and therefore, the propellers were not required to be overhauled at specified intervals.
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: 6,860 hours in all; 860 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,400 hours
- Last inspection: annual inspection, May 12, 1999; 6 hours since
- Maximum gross weight: 7,850 lb
- Seats: 0
- Landing gear: retractable
- Engine: P&W R-985 AN-14B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: BPT Beaumont TX at 10:00 pm
- Destination: ASG Springdale AR
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 320° at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 4,900 ft
- Temperature: 79°F (26°C), dew point 63°F (17°C)
- Altimeter: 29.00 inHg
- Observation at 11:53 pm from FSM, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.