Cessna T303 accident near Binghampton, New York, November 1, 1999
On November 1, 1999 at about 11:16 am local time, a Cessna T303, registered N511AR, was substantially damaged in an accident near Binghampton, New York (Binghamton Regional Aprt airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 1 person was seriously injured and 2 people had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's improper in-flight decision to descend below the decision height without the runway environment in sight, and his failure to execute a missed approach. A factor in the accident was the failed crankshaft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 1, 1999 · about 11:16 am local time
- Place
- Binghampton, New York · Binghamton Regional Aprt · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna T303 · all T303s on the register
- Registration
- N511AR · no longer on the register · serial T30300192
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight, at 6,000 feet, the left engine lost power. The pilot attempted a restart of the engine, but only about one-half rotation of the left engine propeller was observed, and the engine was secured. The pilot stated that he was unable to maintain altitude and initiated a decent. He requested and was cleared for an instrument approach at an airport where the weather conditions were, 1/4 statute mile of visibility, fog, and a vertical visibility of 100 feet. On the approach, at the minimum decent altitude, the pilot executed a missed approach. As the airplane climbed, the pilot reported to the controller that the 'best altitude [he] could get was 2,200 feet.' A second approach was initiated to the reciprocal runway. While on the second approach, the pilot 'was going to fly the aircraft right to the runway, and told the controller so.' He put the gear down, reduced power, and decided there was 'no hope for a go-around.' He then 'flew down past the decision height,' and about 70-80 feet above the ground, 'added a little power to smooth the landing.' The pilot also stated, 'The last thing I remember was the aircraft nose contacting the runway.' A passenger stated that once the pilot could not see the runway, [the pilot] 'applied power, pitched the nose up,' and attempted a 'go-around' similar to the one that was executed on the first approach. Disassembly of the left engine revealed that the crankshaft was fatigue fractured between connecting rod journal number 2 and main journal number 2. Review of the pilot's operating handbook revealed that the single engine service ceiling, at a weight of 4,800 pounds, was 11,700 feet. The average single engine rate of climb, at a pressure altitude of 6,000 feet, was 295 feet per minute. The average single engine rate of climb, at a pressure altitude of 1,625 feet, was 314 feet per minute. Review of the ILS approach plate for Runway 34 revealed that the decision height was 200 feet above the ground.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,430 hours in all; 60 in this make and model; 180 in the last 90 days; 50 in the last 30 days; 2,280 as pilot in command; 1,720 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,480 hours
- Last inspection: approved inspection programme, October 20, 1999; 9 hours since
- Maximum gross weight: 5,150 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-AE (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: PWM Portland ME at 9:15 am
- Destination: YNG Youngstown OH
- Flight plan: IFR
- Runway 34, 7,501 ft by 150 ft
Weather at the time
- Light: dawn
- Visibility: 0.2 statute miles
- Sky: overcast at 100 ft; not recorded
- Temperature: 45°F (7°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
- Observation at 11:08 am from BGM
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.