Amateur-built DH-82A and Ryan ST3KR accident near Bealeton, Virginia, September 23, 1990
On September 23, 1990 at about 5:15 pm local time, 2 aircraft, amateur-built DH-82A (N9279) and Ryan ST3KR (N57015), were involved in the same accident near Bealeton, Virginia (Flying Circus Aerodrome airport). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO MAINTAIN A VIGILENT WATCH FOR OTHER AIRCRAFT OPERATING ON THE UNCONTROLLED AIRPORT. THE UNEVEN TERRAIN ON THE AIRPORT RESTRICTED VISIBILITY AND CONTRIBUTED TO THE ACCIDENT. ANOTHER CONTRIBUTING FACTOR WAS THE IMPROPER SIGNALS GIVEN BY THE GROUND FLAGMAN.
THE PILOT'S FAILURE TO MAINTAIN A VIGILENT WATCH FOR OTHER AIRCRAFT OPERATING ON THE UNCONTROLLED AIRPORT. THE UNEVEN TERRAIN ON THE AIRPORT RESTRICTED VISIBILITY AND CONTRIBUTED TO THE ACCIDENT. ANOTHER CONTRIBUTING FACTOR WAS THE IMPROPER SIGNALS GIVEN BY THE GROUND FLAGMAN.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 23, 1990 · about 5:15 pm local time
- Place
- Bealeton, Virginia · Flying Circus Aerodrome · map
- Type
- Accident · collision on the ground
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Amateur-built DH-82A
- Registration
- N9279 · no longer on the register · serial A17-64
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Ryan ST3KR
- Registration
- N57015 · registry record · serial 2042
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative for the amateur-built DH-82A final · quoted from the NTSB record
THE PILOT STATED THAT AFTER A BRIEF LOCAL FLIGHT, HE LANDED TO THE NORTH ON THE NORTH-SOUTH GRASS STRIP. THE AIRCRAFT ROLLED OUT AND THE PILOT TURNED LEFT ONTO THE DIAGONAL GRASS STRIP, AND BEGAN TO TAXI SOUTHEASTBOUND TOWARD HIS HANGAR. HE REPORTED THAT 'AS I TAXIED ALONG THE SIDE OF THE RUNWAY, THE RYAN ON TAKEOFF...HIT ME. I NEVER SAW HIM.' HE ALSO STATED THAT THE PILOT OF THE RYAN NEVER SAW HIM, AND ATTRIBUTED THIS TO A CREST IN THE RUNWAY. THE RYAN PILOT STATED THAT HE RECEIVED A SIGNAL FROM THE GROUND FLAGMAN INDICATING THAT HE WAS CLEARED TO BEGIN HIS TAKEOFF ROLL.
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 NTSB's narrative for the Ryan ST3KR final · quoted from the NTSB record
THE PILOT REPORTED THAT HE WAS WAITING TO DEPART THE AIRSTRIP FOR A BRIEF LOCAL FLIGHT. HE STATED THAT HE WAS HOLDING IN RESPONSE TO SIGNALS FROM A GROUND FLAGMAN WHO WAS POSITIONED TO 'SEE AIRCRAFT AT THE INTERSECTION OF THE TWO RUNWAYS AND SIGNAL THE DEPARTING PILOT WHEN THE RUNWAY IS CLEAR FOR HIS TAKEOFF.' USE OF THE GROUND FLAGMAN WAS DESCRIBED AS STANDARD PROCEDURE AT THE UNCONTROLLED GRASS STRIP BECAUSE OF A CREST IN THE RUNWAY WHICH RESTRICTED VISIBILITY. THE PILOT STATED THAT HE SAW TWO AIRCRAFT LAND ON THE INTERSECTING RUNWAY, BUT LOST SIGHT OF ONE OF THE AIRCRAFT AS IT TAXIED. THE GROUND FLAGMAN SIGNALLED THE RYAN PILOT TO TAKEOFF; HE BEGAN HIS TAKEOFF ROLL, AND COLLIDED WITH THE TAXIING AIRCRAFT AT A POINT APPROXIMATELY 100 FEET FROM THE INTERSECTION OF THE RUNWAYS. NEITHER PILOT SAW THE OTHER AIRCRAFT UNTIL AFTER THE COLLISION.
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 for the amateur-built DH-82A from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 1,714 hours in all; 1,250 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 5,230 hours
- Last inspection: annual inspection, May 1, 1990; 55 hours since
- Maximum gross weight: 1,875 lb
- Seats: 2
- Landing gear: fixed
- Engine: UNKNOWN (piston); 0 hours total
The flight
- Flight plan: none
- Runway 33, 1,500 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 18 knots, gusting 24
- Visibility: 30 statute miles
- Sky: scat at 5,000 ft
- Temperature: 64°F (18°C), dew point 45°F (7°C)
- Altimeter: 29.00 inHg
- Observation at 5:50 pm from IAD, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Ryan ST3KR from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 20,000 hours in all; 600 in this make and model; 215 in the last 90 days; 67 in the last 30 days; 18,000 as pilot in command; 250 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 1,727 hours
- Last inspection: annual inspection, June 15, 1990; 53 hours since
- Maximum gross weight: 1,885 lb
- Seats: 2
- Landing gear: fixed
- Engine: UNKNOWN (piston); 0 hours total
The flight
- Flight plan: none
- Runway 33, 1,500 ft by 100 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.