Plane crash map Find crash sites, wreckage and more

N30W accident description

Go to the Virginia map...
Go to the Virginia list...
Crash location 38.366667°N, 78.960278°W
Reported location is a long distance from the NTSB's reported nearest city. This often means that the location has a typo, or is incorrect.
Nearest city Bridgewater, VA
38.382071°N, 78.976696°W
1.4 miles away

Tail number N30W
Accident date 25 Sep 2008
Aircraft type Beech A200
Additional details: None

NTSB description

On September 25, 2008, about 1715 eastern daylight time, a Beech A200, N30W, sustained substantial damage during a runway overrun while landing at Bridgewater Air Park (VBW), Bridgewater, Virginia. The certificated airline transport pilot and his one passenger were uninjured. Day visual meteorological conditions prevailed for the local maintenance flight. No flight plan was filed for the flight conducted under 14 Code of Federal Regulations (CFR) Part 91.

According to the pilot, he and a mechanic needed to do a “quick” maintenance test flight to check the pressurization system before departing for California the following day. The pilot advised that he had “followed” the maintenance done to the airplane during the day while attending to other business associated with an upgrade to the avionics system.

The pilot asked to have the two right main tires changed and monitored that maintenance activity as well. At approximately 1700, the pilot had the airplane’s main fuel tanks filled completely. He then did his “normal checks and walk around,” and taxied the airplane to the end of runway 33 for a “quick around the pattern” flight.

He found it difficult to hold the airplane stationary with the brakes during a “run-up” to check the pressurization. He stated that this was “common” after servicing the tires as a small amount of grease can get on the discs and pads. Because of this, his normal procedure was to taxi down to the other end of the runway with light brake pressure applied to remove any debris. He stated that he always did this and always departed runway 15 for a “better departure,” in case of a “failure on takeoff.”

On the day of the accident though, he elected to use runway 33 and did not take his usual action to ensure good braking. He departed runway 33, and did “a few checks” on the “pressurization and flow packs,” verifying functionality. The pilot then “set up” for a landing on runway 33 and upon touchdown, decided to “add power and go-around,” as “something” did not “feel right,” yet he failed to climb out and “take a minute” to evaluate the situation.

The pilot then “came around” for a second landing and “landed long,” set his “normal amount of beta (reverse)” and started to apply brakes. He then realized that there was the possibility that he was going to “overshoot” because of poor braking action on the wet runway.

The pilot found that it was very easy to skid the left brake, and that the right brake braking action was “poor,” until further down the runway. He “fought” the “strong urge” to abort the landing and “go-around,” due to the airplanes low indicated airspeed, the configuration of the airplane, the runway remaining, the rising terrain, and houses.

The pilot tried to turn to the left without “side loading” the landing gear and thought he had the airplane stopped, until the airplane rolled off the runway pavement and on to the grass which was wet and he had “no braking at all.” The airplane then rolled down a steep embankment and entered the river at a 45-degree angle to the riverbank. The right wingtip hit first and then both propellers struck the edge of the riverbank and stopped “immediately.

Postaccident examination by a Federal Aviation Administration (FAA) inspector, revealed that the airplane’s wing structure was substantially damaged. No preimpact mechanical malfunctions of the braking system, flight controls, propeller controls, or engines were discovered.

According to FAA and pilot records, the pilot held an airline transport pilot certificate, with multiple ratings including airplane multi-engine land. He reported a total flight time of 12,000 hours, with 8,500 hours in multi-engine airplanes, and 5,500 hours in the accident airplane make and model. His most recent FAA second-class medical certificate was issued on January 31, 2008.

The airplane was manufactured in 1977. The airplane's most recent approved inspection program inspection was completed on August 7, 2008. At the time of the accident, the airplane had accrued 16,447.7 total hours of operation.

The reported weather at Shenandoah Regional Airport (SHD), Staunton, Virginia, located 7 nautical miles southeast of the accident site at 1700, included: wind 070 degrees at 5 knots, visibility 10 miles, drizzle, fog, overcast at 2,300 feet, temperature 14 degrees Celsius, dew point 12 degrees Celsius, and an altimeter setting of 30.23 inches of mercury.

(c) 2009-2018 Lee C. Baker / Crosswind Software, LLC. For informational purposes only.