Beech V35B accident near Charlottesville, Virginia, February 17, 1984
On February 17, 1984 at about 3:21 pm local time, a Beech V35B, registered N9353Q, was destroyed in an accident near Charlottesville, Virginia (Charlottesville Albemarle airport). It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 17, 1984 · about 3:21 pm local time
- Place
- Charlottesville, Virginia · Charlottesville Albemarle · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech V35B · all V35Bs on the register
- Registration
- N9353Q · no longer on the register · serial V-35B
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE PROCEEDING ON AN IFR FLT PLAN, THE PLT REQUESTED HE BE ASSIGNED AN ALT BELOW 8000 FT DUE TO 'A PASSENGER WITH AN EAR PROBLEM.' OTHERWISE, THE EN ROUTE PORTION OF THE FLT PROCEEDED WITHOUT INCIDENT. DURING ARRIVAL, THE PLT WAS CLEARED FOR AN ILS APCH TO RWY 3. HIS LAST TRANSMISSION WAS MADE AT 1019:45 EST WHEN HE REPORTED INBOUND ON THE AZALEA NDB, WHICH WAS 7.8 MI FROM THE RWY ON THE ILS LOCALIZER. SHORTLY AFTER THAT THE ACFT CRASHED 1.5 MI NW OF THE NBD. AN INVESTIGATION REVEALED THE PLT HAD A HEAD COLD, 2 DAYS EARLIER, & HAD TAKEN MEDICATION, BUT A TOX CHECK (LIVER SAMPLE) SHOWED ONLY 1.8 MG/KG OF CHLORPHENIRAMINE. RADAR DATA SHOWED THAT WHEN THE ACFT WAS NEAR THE NDB, IT MADE SHARP L & R TURNS & HAD DESCENDED FROM 3000 TO 2300 FT BEFORE RADAR CONTACT WAS LOST. THE R WING HAD SEPARATED & WAS FOUND 360 FT FROM THE MAIN WRECKAGE. AN EXAM OF THE V-TAIL SHOWED DEFORMATION OF THE L STAB & UPWARD DEFORMATION OF THE R STAB. NO PRE-ACCIDENT MECHANICAL PROBLEM WAS FOUND. CG ESTIMATED 2.1 INCHES BEHIND AFT LIMIT. PLT DEMO, NO USEFUL VISION, L EYE.
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
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,640 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,193 hours
- Last inspection: annual inspection, December 7, 1983; 9 hours since
- Maximum gross weight: 3,400 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO-520-BA (piston); 0 hours total
The flight
- Departed from: HFD Hartford CT
- Flight plan: IFR
- Runway 3, 6,001 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 7 knots
- Visibility: 5 statute miles
- Sky: overcast at 500 ft; not recorded at 500 ft
- Temperature: 52°F (11°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
- Observation at 2:45 pm from CHO, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
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.