Beech A100 accident near Manchester, New Hampshire, July 15, 1996
On July 15, 1996 at about 9:45 am local time, a Beech A100, registered N4391W, was substantially damaged in an accident near Manchester, New Hampshire (Manchester airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilots failure to maintain control of the aircraft during a coupled approach. A related factor was the unmonitored inoperative glide slope.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 15, 1996 · about 9:45 am local time
- Place
- Manchester, New Hampshire · Manchester
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech A100 · all A100s on the register
- Registration
- N4391W · registry record · serial B191
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While executing a coupled ILS approach to runway 35, at about 100 feet above decision height the localizer bar went hard right, the glide slope flag came out and the aircraft turned hard right. The pilot turned the yoke left to counter-act just as the localizer bar went hard left. The aircraft immediately tried to follow and was still in a descent. The pilot countered with opposite yoke and felt for the autopilot disconnect button on the yoke. While attempting to climb the aircraft struck a light pole approximately 1.5 miles off the departure end of runway 35, causing substantial damage to the nose landing gear wheel assembly and left wing spar. Examination of the ILS by the FAA found that the glideslope equipment was out of service, but that the localizer, outer marker, and middle marker equipment was operational.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 7,991 hours in all; 249 in this make and model; 40 in the last 90 days; 10 in the last 30 days; 5,830 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,985 hours
- Last inspection: approved inspection programme, June 14, 1996; 51 hours since
- Maximum gross weight: 11,500 lb
- Seats: 10
- Landing gear: retractable
- Engine: P&W PT6A-28 (turboprop); 0 hours total
The flight
- Departed from: 2A5 Liberty NC at 7:15 am
- Destination: MHT
- Flight plan: IFR
- Runway 35, 7,001 ft by 150 ft
Weather at the time
- Light: dawn
- Wind: from 180° at 4 knots
- Visibility: 0.2 statute miles
- Sky: overcast at 600 ft; ovct at 600 ft
- Temperature: 70°F (21°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.