Beech 99 accident near Phoenix, Arizona, November 20, 2004
On November 20, 2004 at about 1:30 am local time, a Beech 99, registered N1049C, was substantially damaged in an accident near Phoenix, Arizona (Phoenix Sky Harbor Intl. airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate visual lookout and failure to maintain clearance from obstacles while taxing in a nonmovement area at night.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 20, 2004 · about 1:30 am local time
- Place
- Phoenix, Arizona · Phoenix Sky Harbor Intl. · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 99 · all 99s on the register
- Registration
- N1049C · registry record · serial U-9
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with a cargo container dolly while taxing in the ramp area. Shortly after landing, the air traffic control tower ground controller instructed the pilot to follow a DC-10 to the south cargo ramp area. The pilot complied with instructions and followed the DC-10 south, along the taxiway on the eastern side of the ramp. The DC-10 stopped, and the pilot assumed that the crew was awaiting parking assistance. The pilot attempted to maneuver the airplane in a right turn, toward the middle of the ramp, and around the DC-10. During the right turn, the airplane's right main gear collided with a short, square steel cargo container dolly. The pilot stated that the eastern taxiway he was following does not conveniently facilitate access to the loading or unloading area used by his company. He added that regardless of the position of the DC-10, he would have made a right turn to proceed on a more direct course to his loading area. The pilot had maneuvered approximately 170 feet west of the easterly taxiway to avoid the FedEx airplane when the airplane collided with the cargo container dolly.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 19,170 hours in all; 2,048 in this make and model; 136 in the last 90 days; 47 in the last 30 days; 19,060 as pilot in command
- Last flight review: November 1, 2004
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 41,078 hours
- Last inspection: approved inspection programme, October 4, 2004; 84 hours since
- Maximum gross weight: 10,400 lb
- Seats: 2
- Landing gear: retractable
- Engine: Pratt & Whitney PT6A-28 (turboprop); 0 hours total
The flight
- Departed from: HII Lake Havasu Cty AZ
- Destination: PHX Phoenix AZ
- Flight plan: IFR
Weather at the time
- Light: night, dark
- Wind: from 270° at 6 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 15,000 ft
- Temperature: 68°F (20°C), dew point 43°F (6°C)
- Altimeter: 29.88 inHg
- Observation at 1:56 am from PHX
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.