Beech C90 accident near Munson, Florida, June 25, 1999
On June 25, 1999 at about 3:14 pm local time, a Beech C90, registered N3019W, was destroyed in an accident near Munson, Florida. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The poor in-flight weather evaluation by the pilot-in-command and his operation of the airplane at an indicated airspeed greater than the design maneuvering speed (Va) in a thunderstorm contrary to the pilot's operating handbook resulting in an in-flight breakup. A contributing factor in the accident was the failure of the pilot to obtain in-flight weather advisories with any air traffic control facility before encountering the adverse weather.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 25, 1999 · about 3:14 pm local time
- Place
- Munson, Florida · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech C90 · all C90s on the register
- Registration
- N3019W · registry record · serial LJ-639
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot received a preflight weather briefing and was advised of thunderstorms with tops to 45,000 feet along a portion of the route of flight. En route, the pilot was advised of significant areas of heavy precipitation to which the pilot responded, 'uh roger one nine whiskey it looks like on our radar here that uh we go straight ahead we'll be all right there.' The flight was cleared to descend to 11,000 feet and the pilot requested deviation to the right for weather avoidance. The pilot made several routine radio communications while descending at a calculated average rate of descent of approximately 2,571 fpm before encountering adverse weather. During this time while descending, the calculated calibrated airspeed increased from approximately 190 knots to approximately 265 knots (the design dive speed Vd). The flight encountered a level 5 weather echo then began a high rate of descent. Both horizontal stabilizers with elevators and both outer portions of both wings failed in a down direction. Examination of the flight control cables, fracture surfaces of the wings and horizontal stabilizers, engines, and propellers revealed no evidence of preimpact failure or malfunction. The pilot did not request pilot reports. The design maneuvering speed of the airplane is 169 knots indicated; the POH indicates to slow to this speed for turbulence penetration.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,000 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,965 hours
- Last inspection: continuous airworthiness programme, April 14, 1999; 66 hours since
- Maximum gross weight: 9,650 lb
- Seats: 6
- Landing gear: retractable
- Engine: P&W PT6A-20A (turboprop); 0 hours total
The flight
- Departed from: ZPH Zephyrhills FL at 1:36 pm
- Destination: BFM Mobile AL
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 190° at 6 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 1,500 ft; not recorded
- Temperature: 75°F (24°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 3:15 pm from NSE, 12 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.