Beech C90 accident near Sedona, Arizona, October 27, 1998
On October 27, 1998 at about 8:28 pm local time, a Beech C90, registered N37PT, was substantially damaged in an accident near Sedona, Arizona (Sedona 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 instructor's failure to maintain runway alignment during the takeoff roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 27, 1998 · about 8:28 pm local time
- Place
- Sedona, Arizona · Sedona · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C90 · all C90s on the register
- Registration
- N37PT · registry record · serial LJ-731
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The certificated flight instructor (CFI) and student pilot departed on a local training flight. During the takeoff roll, the airplane began drifting to the right. The CFI applied full left rudder and left aileron but was unable to stop the drift. After the CFI rotated, he heard the gear warning horn. After becoming airborne, he was advised by another airplane that his right gear was not visible. He was also advised by an FBO operator that his right gear was missing. Concerned that he might also have a fuel leak, the CFI declared an emergency and landed. An inspection of the runway revealed a tire track which left the right side of the runway 1,050 feet from the approach end and continued into the grass to an electrical service box on the right side of the runway. Cracks and gouges were found on the cement electrical service box and the right main gear assembly was found on the ground beyond it. The fractured portion of the upper torque link revealed characteristics consistent with an overstress separation. The CFI and ground witnesses said weather was not a factor.
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
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 15,000 hours in all; 2,000 in this make and model; 7,500 as pilot in command; 2,000 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 11,103 hours
- Last inspection: continuous airworthiness programme, August 25, 1998; 82 hours since
- Maximum gross weight: 10,500 lb
- Seats: 9
- Landing gear: retractable
- Engine: P&W PT6A-21 (turboprop); 0 hours total
The flight
- Departed from: SEZ AZ at 8:28 pm
- Destination: SDL Scottsdale AZ
- Flight plan: none
- Runway 21, 5,132 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 170° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 6,500 ft; not recorded
- Temperature: 57°F (14°C), dew point 30°F (-1°C)
- Observation at 7:50 pm from PRC, 33 miles away
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.