Beech 95 accident near Henderson, Nevada, February 12, 1999
On February 12, 1999 at about 10:30 pm local time, a Beech 95, registered N1176, was substantially damaged in an accident near Henderson, Nevada (Henderson 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
a loss of power in one engine due to the student pilot inadvertently selecting the off position on one fuel selector valve while accomplishing the prelanding checklist. The instructor's inadequate supervision of the flight was also causal.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 12, 1999 · about 10:30 pm local time
- Place
- Henderson, Nevada · Henderson · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 95 · all 95s on the register
- Registration
- N1176 · no longer on the register · serial TD-185
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The multiengine student and flight instructor were on approach to land and were advised of traffic in the pattern. The instructor was handling the communications and advised they would do 'S' turns for spacing. While looking for traffic and maneuvering for spacing, the student pilot inadvertently turned the right fuel selector off during the prelanding checklist. As they were lining up on final approach and after an 'S' turn, a loss of power in one engine became apparent The instructor took control of the airplane and started engine-out procedures. During that time they collided with terrain. After the accident, the pilots examined the cockpit and found that the right fuel selector was in the off position.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 682 hours in all; 44 in this make and model; 218 in the last 90 days; 81 in the last 30 days; 625 as pilot in command; 316 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,228 hours
- Last inspection: annual inspection, November 9, 1998; 182 hours since
- Maximum gross weight: 4,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1A (piston); 0 hours total
- Operator: Sheble Aviation
The flight
- Departed from: 67L Mesquite NV at 10:00 pm
- Destination: L15 NV
- Flight plan: none
- Runway 18, 5,000 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 9:56 pm from LAS, 6 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.