Beech BE-35 accident near Oshkosh, Wisconsin, July 25, 2000
On July 25, 2000 at about 10:00 pm local time, a Beech BE-35, registered N3283V, was substantially damaged in an accident near Oshkosh, Wisconsin (Wittman Regional Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot failed to maintain control of the airplane during flare/touchdown.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 25, 2000 · about 10:00 pm local time
- Place
- Oshkosh, Wisconsin · Wittman Regional Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE-35
- Registration
- N3283V · no longer on the register · serial D-733
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The left wing impacted the runway during flare/touchdown. The EAA AirVenture Oshkosh 2000 Air Show was being held, and the Special Air Traffic Management landing instructions, which had been issued in a NOTAM, were in effect during the time of the accident. The Bonanza had made a right downwind pattern and was landing at the 'Green Spot' located 3,000 feet from the runway threshold on the right side of runway 27. Another airplane, a Velocity (N126EE), was behind the Bonanza on final approach, and was instructed to land on the 'Orange Spot,' located 1,500 feet from the runway threshold on the left side of runway 27. The pilot of the Bonanza reported that, 'When I saw the other aircraft next to me suddenly on my left I veered to the right to avoid contact with it. My plane went to the right and then I turned to the left to stay on the runway. My left wingtip contacted the runway.' The pilot of the Velocity reported that he landed near the orange spot and taxied left onto the sod infield as soon as it was safe to do so. He reported that he maintained separation with the Bonanza during rollout. The reduced arrival and departure separation standards were in effect and the instructions informed the pilots they could expect to land on the green or orange dots when landing on Runway 27.
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
- Flight time: 40 in the last 90 days; 25 in the last 30 days; 400 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,875 hours
- Last inspection: annual inspection, June 25, 2000; 30 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E-225-8 (piston); 0 hours total
The flight
- Departed from: PHN St. Clair MI at 7:30 pm
- Destination: OSH
- Flight plan: none
- Runway 27, 6,180 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 9,000 ft; clear
- Temperature: 73°F (23°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 9:53 pm from OSH
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.