Raytheon B200 accident near Taylor, Texas, April 10, 2008
On April 10, 2008 at about 2:00 pm local time, a Raytheon B200, registered N300FL, suffered minor damage in an accident during standing (engine(s) operating) near Taylor, Texas (Taylor Muni airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot and mechanic to ensure that the airplane was depressurized prior to actuating the door. Contributing to the accident was the failure of the vacuum system.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 10, 2008 · about 2:00 pm local time
- Place
- Taylor, Texas · Taylor Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Raytheon B200
- Registration
- N300FL · registry record · serial BB-1629
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While performing a postmaintenance flight, the pilot heard a loud, high-pitched "screaming" sound emanating from behind the instrument panel. The pilot returned to the airport and radioed the mechanic regarding the loud sound. When the pilot brought the airplane to a stop, the sound diminished. With engines idling, the mechanic opened the door of the airplane to troubleshoot the malfunction. Cabin pressure existed when the mechanic attempted to open the entry door and the door "blew" outward. The door struck the mechanic's head. An examination of the airframe revealed that a vacuum line had separated from the vacuum controller at a T-fitting. The T-fitting was located in the area that the mechanic had worked in during installation of the vertical speed indicator. The disconnected line disabled the entire vacuum system and subsequently disabled the airplane's pressurization system outflow valve. Prior to the mechanic opening the door, the pilot reported turning the environmental controls off which stopped the in-flow of cabin pressure. However, because the vacuum system could not drive the safety valve open, the airplane remained pressurized. An examination of the door assembly and differential-pressure-sensitive diaphragm revealed no anomalies. Testing results conducted on the diaphragm were consistent with a new diaphragm. The door system met the certification requirements of 14 Code of Federal Regulations (CFR) Part 23. The Beech 200 has no means of alerting outside personnel that the airplane is still pressurized while on the ground other than resistance against the release-button, nor is it required to by 14 CFR Part 23. The Pilot's Operating Handbook onboard the airplane had not been updated. A current version of the checklist would have directed the pilot to verify a zero pressure differential during the after-landing checklist.
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
What happened, in order
- Sys/Comp malf/fail (non-power) during unknown
- Cabin safety event during standing (engine(s) operating) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot
- cause Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Maintenance personnel
- factor Aircraft › Aircraft systems › Vacuum system › (general) › Failure
- Aircraft › Aircraft systems › Air conditioning system › Pressurization control system › Malfunction
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 29,000 hours in all; 8,000 in this make and model; 29,000 as pilot in command
- Last flight review: January 1, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,102.7 hours
- Last inspection: continuous airworthiness programme, January 4, 2008
- Maximum gross weight: 12,500 lb
- Seats: 9
- Landing gear: retractable
- Engine 1: Pratt & Whitney PT6A-42 (turboprop); 0 hours total
- Engine 2: Pratt & Whitney PT6A-42 (turboprop); 0 hours total
The flight
- Departed from: T74 Taylor TX
- Flight plan: none
- Runway NA
Weather at the time
- Light: daylight
- Wind: from 340° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft; clear
- Temperature: 57°F (14°C), dew point 39°F (4°C)
- Altimeter: 29.97 inHg
- Observation at 1:55 pm from GTU, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.