Beech C24R accident near Virginia Beach, Virginia, July 11, 2006
On July 11, 2006 at about 3:32 pm local time, a Beech C24R, registered N78MB, was substantially damaged in an accident near Virginia Beach, Virginia (Norfolk International Airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain airspeed, which resulted in an inadvertent stall/spin while maneuvering at a low altitude. Contributing was the pilot's diverted attention to an open door.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 11, 2006 · about 3:32 pm local time
- Place
- Virginia Beach, Virginia · Norfolk International Airport · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C24R · all C24Rs on the register
- Registration
- N78MB · registry record · serial MC-645
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft stalled while in the traffic pattern and struck trees, then crashed into the ground. Shortly after takeoff, the 1,493-hour instrument rated private pilot informed air traffic control that a "door had opened" and that he needed to return to the airport. The pilot leveled off at an altitude of 200 feet msl at an airspeed of 100 knots and proceeded to make two left turns to enter the downwind leg of the traffic pattern. Radar data revealed that while on the downwind leg, the airplane's ground speed decelerated to 70 knots. When the airplane was about one-mile beyond the end of the runway, it began another left turn before it collided with trees in the backyard of a private residence. A witness heard a large shaking sound similar to a semi-type truck braking down in front of his home. He then looked up and saw the airplane flying "very slow" about 20-feet-high above the tree line. The witness demonstrated with a model airplane that the airplane had a slightly nose-high attitude and was in a shallow left turn. The airplane was shaking violently. The witness then maneuvered the model airplane so it simultaneously rolled rapidly to the left (inverted) and the nose of the airplane dropped toward the ground. The witness said he lost sight of the airplane as it descended into the trees. Raytheon released a Mandatory Service Bulletin and a Safety Communique regarding doors opening in flight on this and other model airplanes in 1990. A review of the accident airplane's maintenance logbook revealed that the Service Bulletin was initially complied with in 1991, which required a Cabin Door Latching Warning placard to be placed on both of the main cabin door windows. On December 14, 1995, both the left and right cabin windows were removed and replaced; however, there was no entry in the logbook regarding the replacement of the placard. On June 13, 2003, the right cabin window was again removed and replaced; however, there was no entry that the placard had been installed. Examination of both the left and right cabin windows at the accident site revealed that the Cabin Door Latching Warning placard was not installed on either window as directed in the Service Bulletin. The airplane came to rest in the backyard of a residence in the inverted position. The flaps were found in the retracted position, and the landing gear were found in the fully retracted position. No anomalies were found with the airframe or the engine that could have prevented normal flight operations. The winds at the time of the mishap were reported from 230 degrees at 9 knots.
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; instrument: airplane
- Flight time: 1,493 hours in all; 1,200 in this make and model
- Medical certificate: Class 3
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,834 hours
- Last inspection: annual inspection, August 1, 2005
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Textron Lycoming IO-360-A1B6 (piston); 0 hours total
The flight
- Departed from: ORF Norfolk VA at 4:28 pm
- Destination: HXD Hilton Head SC
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 240° at 9 knots
- Visibility: 8 statute miles
- Sky: scat at 4,800 ft
- Temperature: 90°F (32°C), dew point 66°F (19°C)
- Altimeter: 30.17 inHg
- Observation at 11:51 am from ORF
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.