Beech C24 accident near Las Vegas, Nevada, September 8, 2019
On September 8, 2019 at about 2:50 am local time, a 1977 Beech C24, registered N24030, was destroyed in an accident during initial climb near Las Vegas, Nevada (Henderson Executive airport). It was an instructional flight under general aviation rules (Part 91). 2 people were killed and 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s operation of the airplane over its maximum gross weight and outside of center of gravity limits at a high-density altitude, which resulted in the exceedance of the airplane's critical angle of attack while maneuvering and subsequent aerodynamic stall at low altitude. Contributing to the accident was the occupants’ failure to ensure the airplane’s doors were secure prior to takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 8, 2019 · about 2:50 am local time
- Place
- Las Vegas, Nevada · Henderson Executive · map
- Type
- Accident
- Injuries
- 2 people were killed and 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C24 R, built 1977 · all C24s on the register
- Registration
- N24030 · no longer on the register · serial MC-487
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed the runway and reported that a door had opened. After clearance to enter the traffic pattern and return to the airport, the airplane climbed to about 100 ft agl and struggled to gain altitude. The airplane turned left and subsequently entered a nose down left bank and impacted the terrain. The airplane sustained substantial damage. As the airplane banked to the left, it likely experienced an aerodynamic stall. Postaccident examination of the propeller blades revealed that the engine was likely operating near high rpm at impact, and examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The pilot’s operating handbook indicated an open door would slipstream and may result in buffeting and that the pilot is to fly the airplane “normally.” The occupants departed earlier the same day in the accident airplane and returned because the airplane was not being able to climb over mountains on their way to their destination. Density altitude was calculated to be 5,437 ft mean sea level at the airport. The airplane was also loaded over the maximum gross takeoff weight and exceeded the aft of the center of gravity limit for both flights. Although the airplane was able to take off, its overweight and aft of CG limit condition and the high-density altitude increased the airplane’s stall speed and degraded its climb performance, stability, and slow-flight characteristics. When the pilot turned the airplane left to return to the airport due to the reported open door, the critical angle of attack was likely exceeded and resulted in an aerodynamic stall at low altitude.
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
What happened, in order
- Loss of control in flight during initial climb defining event
- Ground handling event during prior to flight
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Aircraft capability › Maximum weight › Capability exceeded
- Aircraft › Aircraft oper/perf/capability › Aircraft capability › Maximum weight › Related operating info
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High density altitude › Effect on equipment
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Not attained/maintained
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Instructor/check pilot
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Last flight review: April 25, 2019
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
Flight instructor
- Certificate: flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 250 hours in all; 200 as pilot in command; 0 on instruments
- Last flight review: May 22, 2019
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
Passenger
- Seat: rgt
- Injury: fatal
Passenger
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,744 hours
- Last inspection: 100-hour inspection, August 21, 2019
- Maximum gross weight: 2,758 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B6 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: HND Las Vegas NV
- Destination: SEE El Cajon CA
- Flight plan: VFR
- Runway 17R, 6,501 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 210° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 39°F (4°C)
- Altimeter: 29.80 inHg
- Observation at 7:56 pm from KHND
Weather report (METAR): METAR KHND 080256Z 21012KT 10SM CLR 34/04 A2980 RMK AO2 SLP073 T03440044 55000
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
15 documents, released by the NTSB on April 6, 2022. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Witness Statement-arroyo | PDF, 1 page | View Download |
| 3 | Witness Statement-defiore | PDF, 1 page | View Download |
| 4 | Witness Statement-jahnny | PDF, 1 page | View Download |
| 5 | Errata | PDF, 1 page | View Download |
| 6 | NTSB Accident Site Examination Summary | PDF, 10 pages | View Download |
| 7 | Textron Aviation-technical Report | PDF, 12 pages | View Download |
| 8 | Weight and Balance Information | PDF, 5 pages | View Download |
| 9 | Weight and Balance Charts | PDF, 3 pages | View Download |
| 10 | Shop Manual Excerpt-fuel Capacities | PDF, 1 page | View Download |
| 11 | POH Excerpt - Take-off Distance | PDF, 1 page | View Download |
| 12 | POH Excerpt-unlatched Door Inflight | PDF, 1 page | View Download |
| 13 | Statement of Party Representatives to NTSB Investigation-lycoming Engines | PDF, 1 page | View Download |
| 14 | Statement of Party Representatives to NTSB Investigation-textron Aviation | PDF, 1 page | View Download |
| 15 | ATC Communications-recording | audio | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.