Beech C23 accident near Fincastle, Virginia, November 19, 1999
On November 19, 1999 at about 6:30 pm local time, a Beech C23, registered N5203M, was substantially damaged in an accident near Fincastle, Virginia (Fincastle 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 restricted movement of the fuel selector and the pilot-in-command's failure to verify the fuel selector was in a proper position.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 19, 1999 · about 6:30 pm local time
- Place
- Fincastle, Virginia · Fincastle Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C23 · all C23s on the register
- Registration
- N5203M · registry record · serial M-2003
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor and student pilot were practicing simulated engine failures near a private airport. About 1,000 feet above the runway, they attempted a go-around. The engine lost all power, and the flight instructor made a forced landing to the airport. He stated that the fuel selector was in the 'LEFT' position when the power loss occurred. He added that the electric fuel pump was on, but it did not effect the low fuel pressure indication. He stated he could not remember if he had time to move the fuel selector to 'RIGHT'. Examination of the wreckage revealed that the left fuel selector stop was not in a proper position, and its three mounting screws were loose. The stop prevented the fuel selector from entering the 'LEFT' detent. During a test run of the engine, the engine lost all power when the fuel selector was moved less than 1/4 inch from the 'LEFT' detent.
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: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 441 hours in all; 62 in this make and model; 78 in the last 90 days; 35 in the last 30 days; 308 as pilot in command; 60 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,616 hours
- Last inspection: annual inspection, October 15, 1999; 20 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
- Operator: Lc'S Flying Service INC.
The flight
- Departed from: ROA Roanoke VA at 5:55 pm
- Flight plan: none
- Runway 29, 3,039 ft by 150 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 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 6:54 pm from ROA, 13 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.