Beech BE-76 accident near Cincinnatti, Ohio, December 19, 1998
On December 19, 1998 at about 7:30 pm local time, a Beech BE-76, registered N42RR, was substantially damaged in an accident near Cincinnatti, Ohio (Cinn Muni-Lunken 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 flight instructor's delay in initiating remedial action. Factors include a wet runway, and the student's inability to maintain airplane directional control during a simulated, on-ground engine failure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 19, 1998 · about 7:30 pm local time
- Place
- Cincinnatti, Ohio · Cinn Muni-Lunken Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE-76
- Registration
- N42RR · registry record · serial ME-84
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor was giving instruction to the private pilot in anticipation of a multi-engine flight test. It had rained earlier, and the runway was still wet. The instructor gave the private pilot a simulated engine failure during the takeoff roll. He allowed the airplane to accelerate, and pulled back the mixture to the left engine at approximately 30 knots. The airplane veered quickly to the left, about 30 degrees. The private pilot did not retard both throttles immediately, so the flight instructor advanced the mixture on the left engine; however, the corrective action was too late, and the airplane departed the runway. The flight instructor reduced the power, and the brakes were applied. The airplane continued through the wet grass, then ran into an elevated asphalt driveway at 10 to 15 knots. The nose gear collapsed, and the airframe was bent.
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; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane
- Flight time: 23,500 hours in all; 5 in this make and model; 89 in the last 90 days; 20 in the last 30 days; 23,165 as pilot in command; 17,800 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 5,622 hours
- Last inspection: 100-hour inspection, December 4, 1998; 14 hours since
- Maximum gross weight: 3,900 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming O-360 (piston); 0 hours total
The flight
- Departed from: LUK at 7:30 pm
- Flight plan: IFR
- Runway 21L, 6,101 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 2,200 ft; not recorded
- Temperature: 43°F (6°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 7:33 pm from LUK
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.