Piper PA-28R-201T accident near Bridgeport, West Virginia, November 5, 1988
On November 5, 1988, a Piper PA-28R-201T, registered N39550, was substantially damaged in an accident near Bridgeport, West Virginia (Benedum airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 2 people were seriously injured. The weather was visual conditions (good weather).
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
- November 5, 1988
- Place
- Bridgeport, West Virginia · Benedum · map
- Type
- Accident
- Injuries
- 1 person was killed and 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-201T PA-28R-201 · all PA-28R-201Ts on the register
- Registration
- N39550 · no longer on the register · serial 28R-7803354
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT WAS CLEARED TO EXECUTE A VISUAL APPROACH TO RWY 21 AND WAS ISSUED THE CURRENT ALT SETTING OF 29.60' HG. THE APPROACH WAS MADE UNDER DARK NIGHT AND GUSTY CROSSWIND CONDITIONS TO A LIGHTED RUNWAY IN RURAL MOUNTAINOUS/HILLY TERRAIN. DURING FINAL APPROACH THE ACFT COLLIDED WITH A TREE LOCATED APPROX 3,500' FROM RWY 21 AT APPROX 1,300' MSL. THE APRT ELEVATION WAS 1,203' MSL. THE AIRCRAFT CAME TO REST AT APPROX 1,280' MSL ON A HILLSIDE. A PHOTO WAS TAKEN BY RESCUE WORKERS THAT SHOWS THE ALT INDICATING 1,430' MSL. THE ALT SETTING FOUND IN THE WRECKAGE WAS 29.74' HG. THE PLT COULD NOT RECALL SETTING THE ALT PRIOR TO THE APPROACH. THE ALT WAS TESTED AND FOUND TO OPERATE PROPERLY. THE PLT REPORTED THAT NO PRE-IMPACT DEFICIENCIES WERE PRESENT IN THE ACFT AND COULD NOT RECALL THE ACCIDENT. WINDS WERE RECORDED AS GUSTING TO 18 KNOTS AND WHEN THE TOWER CLEARED THE ACFT TO LAND THE CONTROLLER STATED THAT THEY WERE GUSTING TO 16 KNOTS.
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: private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 670 hours in all; 136 in this make and model; 32 in the last 90 days; 16 in the last 30 days; 575 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,480 hours
- Last inspection: annual inspection, September 2, 1988; 32 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360-FB1A (piston); 0 hours total
The flight
- Departed from: GSP Greer SC at 10:22 pm
- Destination: CKB Bridgeport WV
- Flight plan: IFR
- Runway 21, 5,198 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 150° at 8 knots, gusting 18
- Visibility: 10 statute miles
- Sky: broken clouds at 20,000 ft; scat at 5,000 ft
- Temperature: 66°F (19°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 11:45 pm from CKB, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 1 |
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.