# Incident 20250613007959I: Beechcraft Corp B300, Charlottesville, VA, June 13, 2025

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: June 13, 2025, 20:01 local time
- Place: Charlottesville, VA
- Airport: Charlottesville-Albemarle Airp
- Damage: Minor damage
- Phase of flight: Landing: Approach
- Operating rules: General operating rules (Part 91)
- Operator: CVGA
- Location: 38.1396° N, 78.4523° W: Placed by OpenAirDocs at CHARLOTTESVILLE-ALBEMARLE (CHO), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=38.1396&lon=-78.4523&mi=10
- Aircraft: N805UP, registered now (https://openairdocs.org/aircraft/N805UP) (OpenAirDocs)
- Registry model: Beechcraft B300 (registry code 4220035, https://openairdocs.org/model/beechcraft-b300) (OpenAirDocs)
- Registry engine: Pratt & Whitney Canada PT6A-60A (registry code 52043, https://openairdocs.org/engine/pratt-whitney-canada-pt6a-60a) (OpenAirDocs)
- Reported make and model: BEECHCRAFT CORP B300
- People aboard: 2
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Airline transport
- Pilot flight hours: 20,699 total, 664 in this make and model, 100 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20250613007959I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

ON 06/13/2025 SUBJECT AIRCRAFT WAS TRAVELING FROM KJPX TO KCHO. UPON LANDING TOUCHDOWN ON RUNWAY 21 AT KCHO, AT APPROXIMATELY 2001 EDT, THE AIRCRAFT VEERED TO THE LEFT AND INTO THE GRASS JUST SOUTH OF TAXIWAY A4, RESULTING IN A RIGHT-HAND PROPELLER STRIKE.

ONE OF THE RIGHT-HAND PROPELLER BLADE TIPS WAS BROKEN OFF AT APPROXIMATELY FOUR INCHES FROM THE TIP. THE RIGHT-HAND FUSELAGE SKIN SUFFERED MINOR DENTS, PUNCTURES, AND CUTS NEAR THE PROPELLER ARC IN THE VICINITY OF FUSELAGE STATIONS 143.00 AND 158.00.  THE LEFT-HAND UNDERWING SKIN, ABOVE THE INBOARD MAIN LANDING GEAR DOOR, 57 INCHES AFT OF THE ENGINE FIREWALL, SUFFERED IMPACT DAMAGE. THE UNDERBELLY SKIN SUSTAINED MINOR SCRATCHES AND GAUGES.

INSTRUMENT FLIGHT CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. HEAVY RAIN ASSOCIATED WITH THUNDERSTORM(S), AND MIST WERE REPORTED WITH WIND GUSTS PEAKING AT 31 KNOTS FROM THE WEST (280 DEGREES). CEILING WAS 2,400 FEET OVERCAST WITH 1 STATUE MILE VISIBILITY WITH LIGHTING VISIBLE IN THE DISTANCE.

FLIGHT CREW INDICATED THAT THEY HAD BEEN MONITORING XM WEATHER, ATIS, AND WEATHER RADAR DURING FLIGHT AND WERE AWARE OF THE THUNDERSTORMS IN THE AREA AND CROSSWINDS REPORTED BY ATIS, THEREFORE DISCUSSED THE POSSIBILITY OF DIVERTING TO KSHD. HOWEVER, THEY SAW A CLEAR PATCH AND DECIDED TO PRESS ON TO KCHO. A LIGHT TWIN AIRCRAFT LANDED AHEAD OF THEM, WITHOUT ISSUE, TO WHICH THEY FELT THEY SHOULD BE ABLE TO MAKE IT AS WELL. THE PILOT IN COMMAND INDICATED THAT, DURING THE APPROACH INTO KCHO, THEY REQUESTED TO HOLD BUT DID NOT RECEIVE RESPONSE FROM ATC, TO WHICH THEY DECIDED TO GO IN. AS THEY EXECUTED THE APPROACH, ABOUT MID-WAY THEY EXPERIENCED HEAVY RAIN THRU DECISION ALTITUDE. RIGHT AT ABOUT DECISION ALTITUDE THEY DECIDED TO GO-AROUND AND INITIATED THE MISSED APPROACH PROCESS AND STOOD UP POWER, BUT THE AIRCRAFT DID NOT PROPERLY RESPOND, ALLEGEDLY DUE TO A DOWN DRAFT. AT THAT TIME, THEY WERE ABLE TO SEE THE RUNWAY TO WHICH THEY DECIDED TO LAND, AS THEY FELT IT WAS A SAFE ALTERNATIVE THAN ATTEMPTING TO CONTINUE WITH THE GO-AROUND, GIVEN THE AIRCRAFT'S RESPONSE AND A CONCERN THAT IT WOULD BE ABLE NOT CLIMB OUT. THE LEFT MAIN LANDING GEAR WHEELS CONTACTED THE EDGE OF THE RUNWAY AND THEN THE GRASS, WHICH PULLED THE REST OF THE AIRCRAFT OFF THE RUNWAY. THE AIRCRAFT CAME TO FINAL REST ABOUT 200 FEET TO THE LEFT OF THE RUNWAY, JUST SOUTH OF TAXIWAY A4. THE CO-PILOT, WHO WAS THE FLYING PILOT AT THE TIME OF THE INCIDENT, DESCRIBED THE SITUATION AS A "NON-SURVIVABLE WINDSHEAR" AND A "RAPID CHANGING SITUATION", GIVEN THE WEATHER CHANGES.

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.

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