Beech B100 accident near Clarksburg, West Virginia, May 4, 1993
On May 4, 1993 at about 5:45 am local time, a Beech B100, registered N130AT, was substantially damaged in an accident near Clarksburg, West Virginia (Benedum Field). It was a business flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO MAINTAIN ADEQUATE CLEARANCE FROM THE HANGAR. CONTRIBUTING TO THE ACCIDENT WAS THE DARK NIGHT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 4, 1993 · about 5:45 am local time
- Place
- Clarksburg, West Virginia · Benedum Field · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B100 · all B100s on the register
- Registration
- N130AT · registry record · serial BE-88
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER LANDING, THE PILOT PROCEEDED TO TAXI THE AIRPLANE AND TRIED TO FIND HIS DESTINATION FIXED BASE OPERATOR. THE PILOT STATED THAT BECAUSE IT WAS SO EARLY IN THE MORNING AND DARK, NO ONE WAS THERE TO ASSIST HIM TO THE APPROPRIATE RAMP, AND THE BUILDINGS WERE NOT IDENTIFIABLE. HE STATED HE TAXIED THE AIRPLANE TO SEVERAL WRONG RAMP AREAS AND THE LAST AREA DEAD ENDED WITH HANGARS ON BOTH SIDES. HE STATED HE BACKED UP THE AIRPLANE, IN REVERSE, AND STARTED TO TURN THE AIRPLANE. UNBEKNOWNST TO THE PILOT, DURING THE TURN, THE AIRPLANE'S RIGHT ELEVATOR STRUCK A HANGAR CAUSING SUBSTANTIAL DAMAGE. THE DAMAGE WAS NOT NOTED UNTIL THE PILOT DISEMBARKED THE AIRPLANE. THE PILOT WROTE IN THE RECOMMENDATIONS SECTION OF HIS ACCIDENT REPORT, 'UPON LANDING AT ANY UNFAMILIAR AIRPORT GO TO THE NEAREST GROUND PERSONNEL TO GET DIRECTIONS TO THE DESTINATION ON THE AIRPORT...IF IN A TIGHT TAXI SITUATION STOP THE AIRCRAFT AND GET ASSISTANCE.'
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: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 3,375 hours in all; 604 in this make and model; 204 in the last 90 days; 67 in the last 30 days; 3,293 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 13,831 hours
- Last inspection: continuous airworthiness programme, January 28, 1993; 143 hours since
- Maximum gross weight: 11,875 lb
- Seats: 4
- Landing gear: retractable
- Engine: Garrett TPE 331-6-252 (turboprop); 0 hours total
- Operator: Roche Biomedical Lab. INC.
The flight
- Departed from: OSU Columbus OH at 5:00 am
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 180° at 5 knots
- Visibility: 10 statute miles
- Sky: overcast at 10,000 ft; clear
- Temperature: 66°F (19°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.