Beech B95 accident near Henderson, Nevada, November 29, 2001
On November 29, 2001 at about 5:19 pm local time, a Beech B95, registered N2012C, was substantially damaged in an accident near Henderson, Nevada (Henderson Executive airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of engine power in the left engine for undetermined reasons. A contributing factor was the check pilot's failure to completely configure the airplane for a single engine go-around in a timely way.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 29, 2001 · about 5:19 pm local time
- Place
- Henderson, Nevada · Henderson Executive · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B95 · all B95s on the register
- Registration
- N2012C · registry record · serial TD-430
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted terrain following a loss of engine power during a go-around on final approach. The check airman, who was giving a multiengine check ride to a private pilot, asked the pilot to conduct a short field landing. The check airman believed that they were too low while on final approach, with the landing gear and flaps extended. He asked the pilot if he thought everything was O.K. The pilot did not respond, so the check airman initiated a go-around by applying full power and retracting the landing gear. During the application of power for the go-around, the left engine failed to produce full power. The airplane veered to the left and its left wing impacted the ground. Pertinent sections of the pilot's operating handbook for the Beech B95 were reviewed. The recommended approach speed for a short field landing is 82 mph indicated airspeed, while best single engine rate of climb airspeed (Vyse) is 100 mph indicated. The procedure specified for a single engine go-around is as follows: 1) Apply full power to operating engine; 2) retract landing gear and close cowl flaps on dead engine; 3) retract flaps to half extension initially, then fully retract the flaps as soon as practical thereafter. The single engine rate of climb chart predicts a 160-foot-per-minute positive climb at the pressure altitude and temperature existing at the accident site; however, this performance is predicated on the airplane being in the following configuration: 1) at Vyse; 2) gear and flaps retracted; 3) inoperative engine's propeller feathered; 4) 5-degree bank into the operating engine. Any deviation from the listed single engine climb configuration would result in a degradation of the climb performance. Given that the airplane was likely in an energy deficient state some 15 to 18 mph below best single engine climb airspeed and not in the proper configuration for a single engine go-around when the loss of power in the left engine became apparent, a successful outcome for the maneuver was in doubt. The aircraft and left engine were examined by FAA inspectors with assistance by certificated mechanics; however, the reason for the left engine's failure to respond could not be determined.
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: single-engine land; instrument: airplane
- Flight time: 298 hours in all; 3 in this make and model; 170 as pilot in command
- Last flight review: November 18, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
Pilot (unmanned)
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,000 hours in all; 1,500 in this make and model; 180 in the last 90 days; 60 in the last 30 days; 3,900 as pilot in command; 2,800 on instruments
- Last flight review: April 1, 2000
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 9,429.9 hours
- Last inspection: 100-hour inspection, August 28, 2001
- Maximum gross weight: 4,000 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming O-360-A1A (piston); 0 hours total
- Engine 2: Lycoming O-320-A1A (piston); 0 hours total
- Operator: Sheble Aviation
The flight
- Departed from: HND Henderson NV at 3:45 pm
- Runway 17L, 5,000 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 140° at 20 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 5,500 ft; a few clouds at 4,500 ft
- Temperature: 46°F (8°C), dew point 0°F (-18°C)
- Altimeter: 29.88 inHg
- Observation at 5:20 pm from HND
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.