Amateur-built DHC-1B-2 accident near Las Vegas, Nevada, November 19, 1993
On November 19, 1993 at about 6:53 pm local time, a amateur-built DHC-1B-2, registered N42597, was destroyed in an accident near Las Vegas, Nevada (North Las Vegas Airport). It was a flight of an unrecorded kind 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
Were the fuel injection line contamination resulting in fuel starvation; the pilot's inadequate 100-hour inspection; the pilot's improper decision to return to the airport at a low altitude; and his failure to maintain the proper airspeed which resulted in a stall.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 19, 1993 · about 6:53 pm local time
- Place
- Las Vegas, Nevada · North Las Vegas Airport · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built DHC-1B-2
- Registration
- N42597 · registry record · serial 165/200
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRLINE TRANSPORT PILOT, WHO IS ALSO AN AIRFRAME AND POWERPLANT MECHANIC, WAS CONDUCTING A LOCAL AREA MAINTENANCE TEST FLIGHT. THE ENGINE BEGAN MISFIRING SHORTLY AFTER TAKEOFF. THE PILOT EXECUTED A RIGHT TURN TO RETURN TO THE AIRPORT, BUT INADVERTENTLY STALLED THE AIRPLANE. THE AIRPLANE NOSED DOWN SHARPLY AND CRASHED. EXAMINATION OF THE ENGINE FUEL SYSTEM REVEALED THAT THE FUEL INLET PASSAGE WAS CLOGGED WITH AN UNIDENTIFIED BLACK, SPONGE-LIKE MATERIAL. THIS CONDITION PREVENTED FUEL FROM GETTING TO THE FUEL INJECTOR ASSEMBLY RESULTING IN FUEL STARVATION. ALSO, TWO OF THE FUEL INJECTOR NOZZLE SCREENS WERE OBSTRUCTED; THE REMAINING SCREENS WERE PARTIALLY OBSTRUCTED. A FIXED-BASE OPERATOR AND THE REGISTERED OWNER REPORTED THAT THE FUEL NOZZLES HAD RECURRING CLOGGING. THE PILOT WAS COMPLETING A 100-HOUR INSPECTION AT THE TIME OF THE ACCIDENT. THE ENGINE EXAMINATION DISCLOSED EXTENSIVE FRETTING OF BOTH CRANKCASE HALVES AND ALL OF THE CYLINDERS BASES. THE ENGINE EXAMINATION, HOWEVER, DID NOT REVEAL ANY ABNORMALITIES WHICH WOULD HAVE PREVENTED THE ENGINE FROM PRODUCING POWER.
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, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 13,936 hours in all
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,200 hours
- Last inspection: continuous airworthiness programme; 10 hours since
- Maximum gross weight: 1,930 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental IO-520-D (piston); 0 hours total
- Fire on the ground
The flight
- Flight plan: none
- Runway 30, 5,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 9 knots
- Visibility: 75 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 18°F (-8°C)
- Altimeter: 30.00 inHg
- Observation at 6:53 pm from VG
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.