Beech B24R accident near College Park, Maryland, April 23, 1994
On April 23, 1994 at about 6:04 pm local time, a Beech B24R, registered N9353S, was destroyed in an accident near College Park, Maryland (College Park Airport). It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper flare and delayed recovery from the bounced landing. Factors contributing to the accident were the pilot's failure to retract the landing gear during the aborted landing; the exceeded allowable gross weight; and the unfavorable wind condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 23, 1994 · about 6:04 pm local time
- Place
- College Park, Maryland · College Park Airport · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B24R · all B24Rs on the register
- Registration
- N9353S · no longer on the register · serial MC-353
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a landing, the airplane bounced three times with its nose wheel contacting the runway before the main gear. After the third bounce, over 1/2 of the way down the 2,610-foot-long runway, the pilot initiated a climb. Witnesses stated that the airplane's flaps were extended during the aborted landing. Witnesses also stated that after the airplane started to climb, it went into a shallow left turn and climbed to about 50 feet AGL. During the climb the airplane stalled and impacted a 30-foot-high building located about 1/4 mile beyond the end of the runway. Post accident examination of the airframe revealed the flaps were retracted and the landing gear were extended. According to the Beechcraft Balked Landing Procedures, the landing gear should be retracted after full throttle is applied. The flaps should not be retracted until the airplane is clear of obstacles and trimmed for best rate-of- climb. No airframe or engine anomalies were noted. At the time of the accident the airplane was about 77.5 lbs. over its maximum allowable gross weight. Wind direction was reported to be 'extremely variable.'
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 422 hours in all; 8 in this make and model; 60 in the last 90 days; 47 in the last 30 days; 370 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,864 hours
- Last inspection: annual inspection, March 18, 1994; 44 hours since
- Maximum gross weight: 2,758 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B6 (piston); 0 hours total
The flight
- Departed from: RWI Rocky Mount NC at 4:15 pm
- Destination: CGS
- Flight plan: IFR
- Runway 33, 2,610 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 6 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 34°F (1°C)
- Altimeter: 30.00 inHg
- Observation at 6:00 pm from BWI, 30 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.