Beech V35B accident near Chester, Connecticut, January 31, 2002
On January 31, 2002 at about 11:50 pm local time, a Beech V35B, registered N32BR, was destroyed in an accident near Chester, Connecticut (Chester Airport). It was a business flight under general aviation rules (Part 91). 2 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 adequate airspeed during the turn to final, which resulted in an inadvertent stall/spin. Factors included low ceilings and night lighting conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 31, 2002 · about 11:50 pm local time
- Place
- Chester, Connecticut · Chester Airport · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech V35B · all V35Bs on the register
- Registration
- N32BR · registry record · serial D-10392
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot flew a GPS Rwy 35, circle-to-land runway 17 approach during night instrument meteorological conditions. A witness reported that the airplane's downwind leg was two to three times closer to the runway than normal. The airplane's turn radius to final approach was also much smaller than normal, and the turn was relatively "flat". The airplane appeared to be traveling at a relatively slow airspeed during the approach, and engine rpm did not increase during the turn. As the airplane turned toward the final approach course, the witness saw it "instantaneously" change from being relatively wings-level, to being wings-vertical, with the left wing pointing straight down and the right wing pointing straight up. He then lost sight of it, and almost immediately heard a "crunch". Examination of the wreckage revealed that the airplane had impacted the ground almost vertically, and upon impact, was facing approximately the opposite direction of the landing runway. Weather at the time included winds from 080 degrees true at 6 knots, visibility 2 1/2 statute miles in mist, an overcast ceiling at 300 feet above ground level, and a temperature and dewpoint of 32 degrees Fahrenheit. No pre-impact mechanical malfunctions were found.
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: single-engine land; instrument: airplane
- Flight time: 2,982 hours in all
- Last flight review: October 20, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 1,155 hours
- Last inspection: annual inspection, October 12, 2001; 95 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-520 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: ROA Roanoke VA
- Destination: 3B9 Chester CT
- Flight plan: IFR
- Runway 17, 2,566 ft by 50 ft
Weather at the time
- Light: night
- Wind: from 080° at 6 knots
- Visibility: 2.5 statute miles
- Sky: overcast at 300 ft
- Temperature: 32°F (0°C), dew point 32°F (0°C)
- Altimeter: 30.27 inHg
- Observation at 11:50 pm from 3B9
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.