Beech F-33A accident near Mobile, Arizona, January 11, 2000
On January 11, 2000 at about 2:25 pm local time, a Beech F-33A, registered N1565A, was substantially damaged in an accident near Mobile, Arizona (Mobile airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the manufacturer representative's improper reinstallation of the crankshaft counterweight snap rings which subsequently separated, allowing the crankshaft counterweight to contact the crankshaft resulting in a total power loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 11, 2000 · about 2:25 pm local time
- Place
- Mobile, Arizona · Mobile
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech F-33A · all F-33As on the register
- Registration
- N1565A · no longer on the register · serial CE-1331
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During climb out the engine began shaking, rattling, and losing power. The flight instructor took the controls and performed an emergency off-airport landing. While on rollout the aircraft sustained substantial damage to the leading edges and lower surfaces of both wings. The engine had been previously inspected IAW TCM 99-3, which required the removal of the No. 1 and 3 cylinders. Upon reassembly of the cylinders, it was necessary to reinstall three snap rings on the crankshaft counterweights at the No. 2 and 5 cheeks. An inspection of he No. 5 cheek revealed that these three snap rings were not fully seated. The signatures on the crankshaft and counterweight were consistent with a counterweight striking the crankshaft. This can only happen if the counterweight pin is not in place. A revision to TCM mandatory service bulletin 99-3C, published on July 27, 1999, now requires that the gap between the snap ring ears be measured to insure that they are properly seated during reassembly.
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: 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: 5,800 hours in all; 1,000 in this make and model; 200 in the last 90 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 11,922 hours
- Last inspection: continuous airworthiness programme, December 21, 1999; 32 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-BB (piston); 0 hours total
The flight
- Departed from: 1AZ0 AZ at 2:23 pm
- Destination: GYR Goodyear AZ
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 151°F (66°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 8:56 pm from PHX, 24 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 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.
Other NTSB records under N1565A 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.