Amateur-built SEAWIND 3000 accident near Cumberland Gap, Virginia, February 11, 2000
On February 11, 2000 at about 7:35 pm local time, a amateur-built SEAWIND 3000, registered N94WB, was substantially damaged in an accident near Cumberland Gap, Virginia. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's continued flight from visual flight rules into instrument meteorological conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 11, 2000 · about 7:35 pm local time
- Place
- Cumberland Gap, Virginia · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Amateur-built SEAWIND 3000 SEAWIND 30
- Registration
- N94WB · no longer on the register · serial 45
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed Florida destined for Michigan, and made an en route stop in Georgia. About 2 1/2-hours after departing Georgia, witnesses observed the airplane flying in the vicinity of Cumberland Gap National Park, located in the southwestern tip of Virginia. The airplane was observed flying into a cloud layer headed toward the highest peak in the park. Shortly after, the sound of timber breaking and silence was heard. The weather was described as foggy and windy. Prior to departing Florida, the pilot obtained a weather briefing from the AFSS. The AFSS briefer reported that he could only get the pilot as far as Tennessee in VFR conditions before the weather became MVFR to IFR. During the en route stop in Georgia, the pilot received another weather briefing from a different AFSS. The AFSS briefer did not provide synopsis, terminal conditions expected, the AIRMET series for IFR conditions and mountain obscuration along the route, but did provide AIRMET Zulu for icing conditions over Michigan. Examination of the wreckage revealed there were no mechanical deficiencies with the airplane, engine, or related systems.
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
- Flight time: 321 hours in all; 18 in this make and model; 34 in the last 90 days; 3 in the last 30 days; 286 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 55 hours
- Last inspection: continuous airworthiness programme, May 11, 1999; 55 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540 (piston); 0 hours total
The flight
- Departed from: DQH Douglas GA at 4:45 pm
- Destination: PTK Pontiac MI
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 330° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,300 ft; not recorded
- Temperature: 122°F (50°C), dew point 115°F (46°C)
- Altimeter: 30.00 inHg
- Observation at 8:01 pm from IA6, 5 miles away
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.