Beech A23-24 accident near Yerington, Nevada, April 18, 1999
On April 18, 1999 at about 6:30 pm local time, a Beech A23-24, registered N7965L, was substantially damaged in an accident near Yerington, Nevada (Yerington Municipal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial loss of engine power due to the pilot's failure to properly lean the engine for the high density altitude takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 18, 1999 · about 6:30 pm local time
- Place
- Yerington, Nevada · Yerington Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A23-24 · all A23-24s on the register
- Registration
- N7965L · no longer on the register · serial MA-123
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot indicated that no malfunctions were noted during the pretakeoff engine run-up, and, on initial climb, between 100 and 200 feet above the ground, the engine 'bogged down.' The pilot stated that he tried to regain power by adjusting the throttle and mixture controls, but 'nothing happened.' Because engine power was not restored the pilot aborted the flight. Responding sheriff deputies observed evidence that the airplane struck the ground about 803 feet north of the runway's departure end, then impacted an irrigation ditch before coming to rest 97 feet north of the ditch. The airplane was subsequently examined by the FAA, and no evidence was found of any blockage in the fuel system screens or lines. The throttle and mixture controls were intact and functional. The magnetos operated normally. The engine was operated to a low power level, and no malfunctions were noted. The fuel tanks were found at least half full of fuel. Also, no anomalies were found with the fuel selector handle. A density altitude of 5,800 feet was computed.
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
- Flight time: 69 hours in all; 5 in this make and model; 2 in the last 90 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,010 hours
- Last inspection: annual inspection, April 26, 1998; 68 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-A2B (piston); 0 hours total
The flight
- Departed from: O43 at 6:08 pm
- Flight plan: none
- Runway 1, 5,800 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 010° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 28°F (-2°C)
- Altimeter: 30.00 inHg
- Observation at 5:56 pm from RNO, 47 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.