Beech 95 accident near Yuma, Arizona, November 18, 2023
On November 18, 2023 at about 3:30 am local time, a 1959 Beech 95, registered N2024C, was substantially damaged in an accident during initial climb near Yuma, Arizona (Yuma Mcas/Yuma Intl 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
Aeroelastic flutter of the rudder control surface during the takeoff initial climb for reasons that could not be determined based on the available evidence, which resulted in the fracture of the rudder trim control rod end in flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 18, 2023 · about 3:30 am local time
- Place
- Yuma, Arizona · Yuma Mcas/Yuma Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 95, built 1959 · all 95s on the register
- Registration
- N2024C · registry record · serial TD-198
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after departing on the instructional flight, the pilot receiving instruction noted the rudder pedals moving back and forth without his input. The flight instructor assumed control of the airplane, also felt the rudder pedals moving, and chose to return to the airport. The oscillation of the rudder pedals intensified, the airplane began to shake violently, and the windscreen separated from the airplane. The pilots declared an emergency and subsequently landed uneventfully at the departure airport. Postaccident examination of the airplane revealed that the rudder trim control rod end was fracture separated near the trim tab attachment point. Metallurgical examination revealed fatigue cracking parallel to the clevis attachment bolt. The overall fracture was consistent with fatigue crack growth from bending loads on the fitting where the bending moment’s axis was parallel to the clevis attachment bolt axis. It is likely that buckling of the control rod end produced the fatigue crack initiation and propagation. The fracture surface appeared free of any substantial long-term oxidation from a preexisting crack, suggesting that the fracture likely occurred due to repeated, high-compressive loads associated with the reported rudder trim flutter condition, and was secondary to the flutter condition, not the cause. Flutter is governed by aircraft speed, structural stiffness, and mass distribution. An increase in airspeed, a reduction in structural stiffness, or a change in mass distribution can increase the susceptibility to flutter. Review of maintenance records revealed that maintenance had been performed on the rudder trim tab hardware about one month before the accident flight. While it is likely that the flutter event developed first and resulted in the fracture of the rudder trim control rod end, the initiating event of the rudder flutter could not be determined based on the available evidence.
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
- Flight control sys malf/fail during initial climb defining event
The NTSB's findings
- Aircraft › Aircraft structures › Empennage structure › Rudder › Unknown/Not determined
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,100 hours in all; 70 in this make and model; 164 in the last 90 days; 67 in the last 30 days; 980 as pilot in command; 635 on instruments
- Last flight review: October 23, 2023
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: commercial pilot, private
- Ratings: single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 14,385 hours
- Last inspection: 100-hour inspection, October 21, 2023
- Maximum gross weight: 4,000 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming O-360-A1A (piston); 0 hours total
- Engine 2: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Destination: IGM Kingman AZ
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Visibility: 7 statute miles
- Sky: broken clouds at 8,000 ft; scat at 6,000 ft
- Temperature: 68°F (20°C), dew point 54°F (12°C)
- Altimeter: 29.96 inHg
- Observation at 8:57 pm from KNYL, 1 miles away
Weather report (METAR): KNYL 180357Z 00000KT 7SM SCT060 BKN080 20/12 A2996 RMK AO2 SLP143 T02000122 $
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Photographs from the investigation 3 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Front view of accident airplane with missing windshield
Photograph 2 – View of accident airplane empennage
Photograph 3 – View of broken rudder trim tab rod endThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
7 documents, released by the NTSB on February 26, 2025. 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 | Materials Laboratory Factual Report 24-005 | PDF, 8 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 3 | Record of E-mail Correspondence (FAA) | PDF, 2 pages | View Download |
| 4 | Airframe Logbook Entry | PDF, 1 page | View Download |
| 5 | Evidence Control Form | PDF, 2 pages | View Download |
| 6 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
| 7 | Photo Array | PDF, 4 pages · our copy | 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.