Beech B200 accident near Jackson, Wyoming, January 5, 2000
On January 5, 2000, a Beech B200, registered N895TT, was substantially damaged in an accident near Jackson, Wyoming (Jackson Hole Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot misreading the visual approach lighting system, resulting in his failure to maintain proper alignment with the runway and his selection of an improper touchdown point. Factors were the low ceiling weather conditions and the snow covered runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 5, 2000
- Place
- Jackson, Wyoming · Jackson Hole Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B200 · all B200s on the register
- Registration
- N895TT · no longer on the register · serial BB-1239
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While performing the ILS runway 18 approach to the airport, the pilot broke out of the clouds just above the decision height. He had the aircraft aligned with what he believed were the REILs (flashing white strobe lights that identify the end of the runway), but instead turned out to be the PAPI (four lights installed in a single row located on the left side of the runway). The airplane touched down on the left side between the runway and taxiway A, 2,200 feet from the threshold of the 6,299 foot runway. Upon touchdown, the nose landing gear collapsed. According to the Jackson Hole Airport Manager, the PAPI and REIL lighting systems for the runway were checked on the morning of and the morning following the accident. No discrepancies were observed, and the airport did not receive any reports from pilots or airport personnel that either system was inoperative.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,605 hours in all; 361 in this make and model; 52 in the last 90 days; 17 in the last 30 days; 2,475 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,238 hours
- Last inspection: continuous airworthiness programme, September 10, 1999; 120 hours since
- Maximum gross weight: 12,500 lb
- Seats: 10
- Landing gear: retractable
- Engine: P&W PT-6-A-42 (turboprop); 0 hours total
The flight
- Departed from: GRI Grand Island NE at 9:20 pm
- Destination: JAC
- Flight plan: IFR
- Runway 18, 6,299 ft by 150 ft
Weather at the time
- Light: dusk
- Wind: from 220° at 13 knots, gusting 16
- Visibility: 1 statute miles
- Sky: broken clouds at 200 ft; not recorded
- Temperature: 23°F (-5°C), dew point 21°F (-6°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.