Saab 340-B accident near Aberdeen, South Dakota, November 9, 2000
On November 9, 2000, a Saab 340-B, registered N402XJ, was substantially damaged in an accident near Aberdeen, South Dakota (Aberdeen Regional airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). 1 person had minor injuries; 24 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the impact with the flock of snow geese.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 9, 2000
- Place
- Aberdeen, South Dakota · Aberdeen Regional · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 24 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Saab 340-B
- Registration
- N402XJ · no longer on the register · serial 402
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The Captain reported the airplane was on the ILS approach at 600 feet above ground level when the airplane impacted a flock of snow geese. The Captain reported he decided to continue the approach for landing. Once on the ground the flight attendant informed the Captain there was a hole in the side of the airplane and that a passenger was injured. The Captain reported a doctor on board the airplane removed a piece of metal from the passenger's leg and administered first aid prior to the ambulance arriving. The Captain reported, "When we looked at aircraft 402 it was pretty messed up. There were geese in both intakes, three holes in the side, prop blades with pieces missing out of them, a side window busted, both front windows hit and one wiper gone, the other broke off to the side, one gear was hit and one flap."
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; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,616 hours in all; 1,814 in this make and model; 132 in the last 90 days; 61 in the last 30 days; 3,074 as pilot in command; 546 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 10,191 hours
- Last inspection: continuous airworthiness programme, October 29, 2000; 75 hours since
- Maximum gross weight: 2,800 lb
- Seats: 38
- Landing gear: retractable
- Engine: Ge CT7-9B (turboprop); 0 hours total
- Operator: Mesaba Aviation, INC.
The flight
- Departed from: MSP Minneapolis MN at 4:45 am
- Destination: ABF
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 300° at 11 knots
- Visibility: 10 statute miles
- Sky: overcast at 3,000 ft; not recorded
- Temperature: 70°F (21°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 11:56 pm from ABR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 1 | 21 |
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.