Beech V35B accident near Chester, Connecticut, June 21, 2018
On June 21, 2018 at about 7:30 pm local time, a 1975 Beech V35B, registered N6KG, was substantially damaged in an accident during taxi near Chester, Connecticut (Chester 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 pilot’s failure to maintain clearance from a hangar during taxi.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 21, 2018 · about 7:30 pm local time
- Place
- Chester, Connecticut · Chester · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech V35B, built 1975 · all V35Bs on the register
- Registration
- N6KG · registry record · serial D-9760
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, during taxi to his hangar, the airplane's left wingtip struck the east-facing wall of a hangar. The airplane pivoted about the left wing and entered the hangar before it came to a stop. The airplane sustained substantial damage to the engine mounts. The pilot asserted that the accident could have been prevented if he had monitored the distance from the airplane's wingtip to the hangar. The pilot reported that there were no mechanical malfunctions or failures with the airplane that would have precluded normal operation.
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
- Ground collision during taxi defining event
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- cause Environmental issues › Physical environment › Object/animal/substance › Airport structure › Effect on operation
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 5,078 hours in all; 3,500 in this make and model; 6 in the last 90 days; 3 in the last 30 days; 4,900 as pilot in command
- Last flight review: August 7, 2016
- Medical certificate: Class 2
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 5,500 hours
- Last inspection: annual inspection, May 30, 2018
- Maximum gross weight: 3,450 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520 (piston); 2,300 hours total
The flight
- Departed from: MVY Vineyard Haven MA at 6:00 pm
- Destination: MVY Vineyard Haven MA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 1,500 ft
- Temperature: 72°F (22°C), dew point 68°F (20°C)
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.
Other NTSB records under N6KG the same tail number, which may have belonged to a different aircraft at the time
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.