Beech 1900C accident near Covington, Kentucky, March 25, 1995
On March 25, 1995 at about 9:40 pm local time, a Beech 1900C, registered N34010, was substantially damaged in an accident near Covington, Kentucky (Greater Cincinnati airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 19 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a lack of procedures by the tug operator to prevent inadvertent movement of an unoccupied tug, which resulted in an airplane being struck by an unoccupied tug which moved on its own.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 25, 1995 · about 9:40 pm local time
- Place
- Covington, Kentucky · Greater Cincinnati · map
- Type
- Accident
- Injuries
- No one was hurt; 19 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 1900C · all 1900Cs on the register
- Registration
- N34010 · no longer on the register · serial UC-3
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE BEECH 1900 ARRIVED AT THE GATE AND WAS CHOCKED. A TUG PULLING A BAGGAGE CART WAS PARKED NEXT TO THE LEFT WING, FACING IN THE OPPOSITE DIRECTION, AND ENGINE WAS LEFT RUNNING. THE UNOCCUPIED TUG THEN STARTED MOVING, MADE A RIGHT TURN OF 270 DEGREES, AND STRUCK THE NOSE LANDING GEAR OF THE AIRPLANE, ON THE LEFT SIDE. AS THE TAIL PIVOTED LEFT, IT STRUCK A RAMP PERSON WHO FELL TO THE GROUND, AND RECEIVED A FRACTURED ELBOW. WHEN INTERVIEWED, THE DRIVER MADE CONFLICTING STATEMENTS AS TO WHETHER THE PARKING BRAKE WAS SET, OR NOT SET. THE STATION MANAGER REPORTED THE TENSION ON THE PARKING BRAKE HANDLE WAS LOOSER THAN NORMAL. HE WAS UNABLE TO DETERMINE IF THE PARKING BRAKE HAD BEEN SET, AND RELEASED ON ITS OWN, OR HAD NOT BEEN SET. DRIVERS WERE TAUGHT TO SET THE PARKING BRAKE, BUT THERE WAS NO REQUIREMENT TO CHOCK THE TUG, OR SHUT THE ENGINE OFF WHEN THE DRIVER EXITED THE VEHICLE.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,400 hours in all; 300 in this make and model; 250 in the last 90 days; 90 in the last 30 days; 3,120 as pilot in command; 328 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 14,819 hours
- Last inspection: continuous airworthiness programme, March 24, 1995; 9 hours since
- Maximum gross weight: 16,710 lb
- Seats: 21
- Landing gear: retractable
- Engine: P&W PT6A-65B (turboprop); 0 hours total
The flight
- Departed from: GSO Greensboro NC at 8:00 pm
- Destination: CVG
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 17 |
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 N34010 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.