# Accident 20120826022319A: Beech B24R, Dayton, VA, August 26, 2012 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: August 26, 2012, 11:30 local time - Place: Dayton, VA - Damage: Substantial damage - Phase of flight: Descent - Operating rules: General operating rules (Part 91) - Location: 38.4211° N, 79.1211° W: From the FAA - Nearby events: https://openairdocs.org/map.md?lat=38.4211&lon=-79.1211&mi=10 - Aircraft: N9200S, a cancelled registration (https://openairdocs.org/deregistered/N9200S-2018-01-29) (OpenAirDocs) - Registry model: Beech B24R (registry code 1151253, https://openairdocs.org/model/beech-b24r) (OpenAirDocs) - Registry engine: Lycoming I0360 series (registry code 41515, https://openairdocs.org/engine/lycoming-i0360-series) (OpenAirDocs) - Reported make and model: BEECH B24R - Reported engine: LYCOMING I0360 SER - People aboard: 1 - Fatal injuries: 1 - Other injuries: 0 - Pilot certificates: Private pilot - Pilot flight hours: 600 total, 206 in this make and model - NTSB investigation: [NTSB ERA12FA526](https://openairdocs.org/ntsb/ERA12FA526) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20120826022319A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. ON AUGUST 26, 2012, ABOUT 1118 EASTERN DAYLIGHT TIME, A HAWKER-BEECHCRAFT CORPORATION B24R SIERRA, N9200S, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TREES AND TERRAIN DURING A FORCED LANDING AFTER A REPORTED LOSS OF ENGINE POWER NEAR, DAYTON, VIRGINIA. THE CERTIFICATED PRIVATE PILOT WAS FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS (VMC) PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT THAT ORIGINATED FROM WILMINGTON INTERNATIONAL AIRPORT (ILM), WILMINGTON, NORTH CAROLINA. THE FLIGHT WAS CONDUCTED UNDER THE PROVISIONS OF TITLE 14 CODE OF FEDERAL REGULATIONS PART 91. PRELIMINARY INFORMATION FROM THE FEDERAL AVIATION ADMINISTRATION (FAA) REVEALED THAT AT 1109, THE PILOT CONTACTED AIR TRAFFIC CONTROL, AND ADVISED THAT HE WAS CLIMBING THE AIRPLANE FROM 9,000 TO 10,500 FEET. AT 1111, THE PILOT DECLARED AN EMERGENCY AND ADVISED HE HAD "LOST" THE ENGINE. THE CONTROLLER PROVIDED VECTORS TO BRIDGEWATER AIRPARK (VBW), BRIDGEWATER, VIRGINIA, BUT THE PILOT ADVISED THAT THE AIRPLANE WAS UNABLE TO CLEAR A RIDGELINE IN HIS PATH. AT 1117, RADAR AND VOICE COMMUNICATION WITH THE AIRPLANE WAS LOST. AT THAT TIME, THE AIRPLANE WAS 8 NAUTICAL MILES FROM VBW.THE PILOT/OWNER HELD A PRIVATE PILOT CERTIFICATE WITH A RATING FOR AIRPLANE SINGLE ENGINE LAND. HIS MOST RECENT FAA THIRD CLASS MEDICAL CERTIFICATE WAS ISSUED ON NOVEMBER 2, 2010, AND HE REPORTED 600 TOTAL HOURS OF FLIGHT EXPERIENCE ON THAT DATE. EXAMINATION OF HIS LOGBOOK REVEALED THE PILOT HAD LOGGED APPROXIMATELY 235 TOTAL HOURS OF FLIGHT EXPERIENCE, OF WHICH 206 HOURS WERE IN THE ACCIDENT AIRPLANE. THE PILOT DID NOT POSSES AN INSTRUMENT RATING. HIS MOST RECENT BIANNIAL FLIGHT REVIEW IS DATED 07/11/2008.AT 1115, THE WEATHER CONDITIONS REPORTED AT SHENANDOAH VALLEY REGIONAL AIRPORT (SHD), 15 MILES SOUTHEAST OF THE ACCIDENT SITE AT 1,201 FEET ELEVATION, INCLUDED SCATTERED CLOUDS AT 1,800 FEET, A BROKEN CEILING AT 3,300 FEET, AND AN OVERCAST CEILING AT 4,000 FEET. THERE WAS 10 MILES VISIBILITY; THE TEMPERATURE WAS 22 DEGREES C, DEWPOINT 18 DEGREES C, AND AN ALTIMETER SETTING OF 30.24 INCHES OF MERCURY. THE WIND WAS FROM 100 DEGREES AT 4 KNOTS. THE WRECKAGE WAS EXAMINED AT THE ACCIDENT SITE ON AUGUST 26, 2012, AT 1,869 FEET ELEVATION, AND ALL MAJOR COMPONENTS WERE ACCOUNTED FOR AT THE SCENE. THERE WAS NO ODOR OF FUEL OR EVIDENCE OF FUEL SPILLAGE. CONTROL CABLE CONTINUITY WAS ESTABLISHED FROM THE COCKPIT TO THE FLIGHT CONTROL SURFACES.THE FUEL TANKS WERE INTACT, AND ABOUT ONE PINT OF FUEL WAS DRAINED FROM THE LEFT TANK WHILE 10 GALLONS WAS DRAINED FROM THE RIGHT. THE FUEL SELECTOR WAS IN THE RIGHT TANK POSITION. CONTINUITY OF THE ENTIRE FUEL SYSTEM WAS CONFIRMED. THE GASCOLATOR WAS REMOVED AND DISASSEMBLED. IT CONTAINED NO FUEL, WAS COMPLETELY DRY, AND WAS ABSENT OF DEBRIS. THE FUEL BOOST PUMP SWITCH WAS DESTROYED IN THE INSTRUMENT PANEL, AND THE BOOST PUMP WAS DESTROYED BY IMPACT.THE ENGINE WAS RECOVERED FROM THE SCENE AND EXAMINED AT SHD ON AUGUST 28, 2012. THE ENGINE WAS ROTATED BY HAND AND CONTINUITY, COMPRESSION, AND IGNITION SPARK WERE ALL CONFIRMED.PILOT WAS IN CRUISE FLIGHT WHEN HE DECLARED AN EMERGENCY STATING THE ENGINE QUIT. IT APPEARS THE ENGINE RAN OUT OF FUEL ON ONE SIDE, PILOT SELECTED OTHER TANK, BUT DID NOT GET FUEL TO ENGINE. ACCORDING TO FLIGHT AWARE THE PILOT STARTED LOOSING CONTROL OF AIRCRAFT AT 9000 FT. AIRCRAFT WAS DESTROYED, AND PILOT DIED. AWAITING REVIEW OF RECORDS. ON 9/14/12 REVIEWED AIRCRAFT RECORDS AND FOUND 91.411 AND 91.413 HAD NOT BEEN ACCOMPLISHED IN ACCORDANCE WITH THE CFR REQUIREMENTS. AIRCRAFT WAS OPERATING IN CONTROLLED AIRSPACE AT THE TIME OF THE ACCIDENT. ## The NTSB's investigation of this event (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB ERA12FA526](https://openairdocs.org/ntsb/ERA12FA526), Aug 26, 2012: Beech B24R (N9200S), Dayton, VA, substantial damage, 1 fatal. Probable cause: The pilot's improper fuel management, which resulted in fuel starvation and a total loss of engine power. Contributing to the accident was the noninstrument-rated pilot's decision to attempt a visual… ## Other reports on N9200S (1) Matched to the same aircraft by N-number and date. - [Incident 20081123852199I](https://openairdocs.org/incident/20081123852199I), Nov 23, 2008: Beech B24R (N9200S), Colorado Sprin, CO, Minor damage. (-23) [privacy data omitted] failed to extend the landing gear prior to landing on runway 35L. From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.