Beech BE-200 accident near Atlantic Ocean, AO, September 19, 1999
On September 19, 1999 at about 3:15 pm local time, a Beech BE-200, registered YV385, was destroyed in an accident near Atlantic Ocean, AO. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was conditions the NTSB did not record.
The NTSB's probable cause their words, unchanged
undetermined.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 19, 1999 · about 3:15 pm local time
- Place
- Atlantic Ocean, AO
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- conditions the NTSB did not record
- Aircraft
- Beech BE-200
- Registration
- YV385 · no longer on the register · serial BB-740
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
At 1114:17, the pilot of YV385CP told FAA ARTCC that he was experiencing an emergency, and at 1114:29 he asked for immediate directions to Bimini. There were no further communications with YV395CP. At that time, the aircraft was about 9 miles southwest of Bimini, Bahamas, on a southeasterly heading, at a speed of about 200 knots, and an altitude of about 21,000 feet. Rescue personnel located debris and fuel at latitude 25 degrees, 47.0 minutes north, longitude, 079 degrees, 23.6 minutes west, consistent with the position relayed by ARTCC. According to radar information, at 1113:33, YV395CP's altitude was about 23,600 feet, and at 1114:58 YV385CP had descended to 2,800 feet. Sound spectrum analysis of an FAA re-recording of communications between the pilot and ATC, indicated there were electronic signatures present, attributable to propeller noise, at cruise setting, for that type of aircraft. Records obtained from Venezuela indicated that earlier, YV385CP had been involved in an accident, and had incurred extensive structural damage. The aircraft had been repaired in Venezuela, and was subsequently flown to the Unites States for additional repairs. Records obtained from the U.S. repair station indicated that the airplane incurred an extensive maintenance history, with needed repairs including damaged wiring, and leaks in the fuel system, as well as structural leaks, which had lead to several pressurization difficulties.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 7,710 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,841 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 12,500 lb
- Seats: 0
- Landing gear: retractable
- Engine: P&W PT6-A41 (turboprop); 0 hours total
- Not recorded
The flight
- Departed from: FLL Fort Lauderdale FL at 2:55 pm
- Destination: SVCS Caracas OF
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 140° at 9 knots
- Visibility: 7 statute miles
- Sky: overcast at 14,000 ft; scat at 10,000 ft
- Temperature: 81°F (27°C), dew point 75°F (24°C)
- Altimeter: 29.00 inHg
- Observation at 2:56 pm from MIA, 45 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.