Beech 95-55 accident near New Port Richey, Florida, May 15, 1994
On May 15, 1994 at about 7:30 pm local time, a Beech 95-55, registered N9319Y, was destroyed in an accident near New Port Richey, Florida (Hidden Lake airport). It was a personal flight 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
THE PILOT'S FEATHERING OF THE WRONG PROPELLER AFTER AN ENGINE FAILURE FOR UNDETERMINED REASON(S).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 15, 1994 · about 7:30 pm local time
- Place
- New Port Richey, Florida · Hidden Lake · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 95-55 · all 95-55s on the register
- Registration
- N9319Y · no longer on the register · serial TC-10
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ON THE DAY BEFORE THE ACCIDENT, ONE OF THE OWNERS EXPERIENCED HIGH CYLINDER HEAD TEMP IN THE RIGHT ENGINE DURING TAKEOFF. HE RETURNED TO THE ARPT, AND SHUT THE ENGINE DOWN DURING TAXI IN. THIS WAS THE SECOND FLIGHT SINCE ANNUAL. HE REPORTED THIS TO THIS PLT, WHO WAS THE OTHER OWNER, WHO STATED HE WOULD LOOK AT THE ACFT. ON THE DAY OF THE ACCIDENT THE PLT WAS OBSERVED LOOKING AT SOMETHING UNDER THE INSTRUMENT PANEL AND THEN DEPART. THE ACFT WAS THEN OBSERVED MAKING A DOWNWIND APPCH TO ANOTHER AIRPORT AND EXECUTE A GO-AROUND. THE LDG GEAR REMAINED DOWN AND THE FLAPS WERE RAISED TO THE APCH POSITION. AN ENGINE WAS HEARD TO LOSE POWER AND WITNESSES OBSERVED THE LEFT ENGINE NOT OPERATING BUT THE PROPELLER TURNING, AND THE RIGHT ENGINE PRODUCING FULL POWER. THE RIGHT ENGINE WAS THEN HEARD TO SLOW DOWN AND THE ACFT DESCENDED AND HIT TREES. THE RIGHT PROPELLER WAS FOUND IN THE FEATHERED POSITION. NO EVIDENCE TO INDICATE PRECRASH MECHANICAL FAILURE OR MALFUNCTION OF EITHER ENGINE OR PROPELLER WAS FOUND.
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; instrument: airplane
- Flight time: 8,875 hours in all; 220 in this make and model; 26 in the last 90 days; 18 in the last 30 days; 6,264 as pilot in command; 2,707 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,880 hours
- Last inspection: annual inspection, April 23, 1994; 1 hours since
- Maximum gross weight: 4,000 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO-470-L (piston); 0 hours total
- Fire on the ground
The flight
- Flight plan: none
- Runway 5, 2,730 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 250° at 9 knots
- Visibility: 15 statute miles
- Sky: scat at 4,000 ft
- Temperature: 91°F (33°C), dew point 66°F (19°C)
- Altimeter: 29.00 inHg
- Observation at 7:51 pm from TPA, 22 miles away
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.