Beech 58 accident near Cynthiana, Kentucky, February 14, 2000
On February 14, 2000 at about 4:45 pm local time, a Beech 58, registered N875JC, was destroyed in an accident near Cynthiana, Kentucky. It was a business flight under general aviation rules (Part 91). 4 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain airspeed during a climb, which resulted in a loss of aircraft control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 14, 2000 · about 4:45 pm local time
- Place
- Cynthiana, Kentucky · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech 58 · all 58s on the register
- Registration
- N875JC · no longer on the register · serial TH-575
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot filed an IFR flight plan, and received a standard weather briefing. The pilot was advised of occasional moderate rime or mixed icing below 10,000 feet for his route of flight. During the briefing the pilot stated, 'we got boots, and will be all right....' Approximately 5 minutes before the accident, the pilot reported the airplane was 'picking up' rime ice at 10,000 feet, and he requested 12,000 feet. He also reported that the windshield and wings were covered with ice, and that ice accumulation at 10,000 feet was moderate and steady. When the airplane started to climb to 12,000 feet, calibrated airspeed (CAS) began to decay. When the airplane reached 11,200 feet, and prior to the airplane starting a rapid descent, CAS had dropped to 85 knots. Minimum airspeed for icing conditions was published as 130 knots. In addition, the stall speed for the airplane was approximately 82 knots. The airplane was approved for flight into known icing conditions. Examination of the airframe, engines and propellers revealed no preimpact failures or malfunctions.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 511 hours in all; 24 in this make and model; 431 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,241 hours
- Last inspection: annual inspection, January 3, 2000
- Maximum gross weight: 5,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: TRI Kingsport TN at 3:35 pm
- Destination: EYE Indianapolis IN
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 300° at 8 knots
- Visibility: 1 statute miles
- Sky: overcast at 300 ft; not recorded
- Temperature: 36°F (2°C), dew point 36°F (2°C)
- Altimeter: 29.00 inHg
- Observation at 4:54 pm from LEX, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.