Beech B24R accident near Dayton, Virginia, August 26, 2012
On August 26, 2012 at about 3:18 pm local time, a Beech B24R, registered N9200S, was substantially damaged in an accident during enroute (cruise) near Dayton, Virginia. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
Preview. This page is not yet listed for search engines.
The NTSB's probable cause their words, unchanged
The pilot's improper fuel management, which resulted in fuel starvation and a total loss of engine power. Contributing to the accident was the noninstrument-rated pilot's decision to attempt a visual flight rules flight in instrument meteorological conditions over mountainous terrain.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 26, 2012 · about 3:18 pm local time
- Place
- Dayton, Virginia · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech B24R · all B24Rs on the register
- Registration
- N9200S · no longer on the register · serial MC-372
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Before departing on the accident flight, the noninstrument-rated pilot obtained a weather briefing and was advised several times that visual flight rules (VFR) flight was not recommended due to existing and forecast instrument meteorological conditions (IMC) along his intended route of flight. The pilot then departed on a VFR flight without filing a flight plan. More than 2 hours after departure, the pilot contacted air traffic control (ATC) and advised that he was climbing the airplane from 9,000 to 10,500 feet. Two minutes later, the pilot declared an emergency and advised ATC that he had "lost" the engine. The controller provided vectors to nearby airports, attempting to orient the pilot to the airplane's position relative to the airports so that he could acquire the airports visually. However, the pilot advised that he was "still in the soup and can't see much of anything at this point." About 5 minutes later, the pilot stated that the airplane was unable to clear a ridgeline in its flightpath, and shortly thereafter, radar and voice communication with the airplane was lost. The airplane collided with trees and terrain before reaching a suitable landing site. Examination of the wreckage and engine revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. The fuel tanks were intact, and about 1 pint of fuel was drained from the left tank and 10 gallons were drained from the right. The fuel selector was found positioned to the right tank. Continuity of the entire fuel system was confirmed. Disassembly of the gascolator found that it contained no fuel, was completely dry, and was absent of debris. At the time of departure, each fuel tank contained 26.1 gallons of usable fuel. According to the manufacturer's pilot operating handbook, the airplane would consume 10.2 gallons per hour at 75 percent maximum continuous power. Given the fuel capacity of each tank, continuity of the fuel system, dry fuel system components, and published fuel consumption rates, it is likely the pilot exhausted the fuel supply in the left tank. It is likely that the engine lost power due to fuel starvation, and the pilot switched the fuel selector to the right tank but was unable to restore engine power before encountering a ridgeline in IMC. Toxicological testing and a review of the pilot's medical records revealed the contraindicated use of anti-depressant medication, which was not declared on his most recent medical certificate application.
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
- Loss of engine power (total) during enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- factor Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- factor Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › (general) › Contributed to outcome
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 600 hours in all; 206 in this make and model
- Last flight review: July 11, 2008
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 3,207 hours
- Last inspection: annual inspection, November 19, 2011; 15 hours since
- Maximum gross weight: 2,750 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming I0360 SER (piston); 0 hours total
The flight
- Departed from: ILM Wilmington NC at 1:03 pm
- Destination: AGH West Mifflin PA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 100° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,300 ft; scat at 1,800 ft
- Temperature: 72°F (22°C), dew point 64°F (18°C)
- Altimeter: 30.23 inHg
- Observation at 3:15 pm from SHD, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA12FA526.