Beech 58 accident near Greer, South Carolina, September 28, 1995
On September 28, 1995 at about 3:03 am local time, a Beech 58, registered N4095A, was destroyed in an accident near Greer, South Carolina (Greenville-Spartanburg airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
operation of the aircraft by the pilot with a known deficiency (failed mixture control linkage in the right engine), which resulted in loss of power in the right engine; and his failure to maintain control of the airplane during the initial climb after takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 28, 1995 · about 3:03 am local time
- Place
- Greer, South Carolina · Greenville-Spartanburg · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 58 · all 58s on the register
- Registration
- N4095A · registry record · serial TH-15
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
After landing from the previous flight, the pilot noted that the mixture control in the cockpit would not shut down the right engine, when placed in the idle/cutoff position. He then shut down the engine using the fuel selector. The accident pilot spoke with other company pilots, and the airplane was inspected by a mechanic, who told the pilot that the right engine mixture control cable had failed. The right engine mixture control was not repaired. The pilot elected to depart on another flight (the last leg of a 5-leg trip). Shortly after takeoff, the airplane was observed to roll to the right and crash in an inverted attitude. Examination of the flight controls revealed no evidence of preimpact failure or malfunction. Metallurgical examination of the failed mixture control linkage revealed fatigue. Cursory examination of the engines and propellers revealed no evidence of preimpact failure or malfunction.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,700 hours in all; 500 in this make and model; 152 in the last 90 days; 47 in the last 30 days; 1,300 as pilot in command; 300 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,499 hours
- Last inspection: annual inspection, September 1, 1995; 55 hours since
- Maximum gross weight: 5,400 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental IO-520-C (7) (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: GSP at 3:03 am
- Destination: INT Winston-Salem NC
- Flight plan: IFR
- Runway 3, 7,600 ft by 150 ft
Weather at the time
- Light: not reported
- Wind: from 010° at 4 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 59°F (15°C)
- Altimeter: 30.00 inHg
- Observation at 3:13 am from GSP, 1 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.
Other NTSB records under N4095A the same tail number, which may have belonged to a different aircraft at the time
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.