Beech 58 accident near Provincetown, Massachusetts, July 19, 2002
On July 19, 2002 at about 10:32 pm local time, a Beech 58, registered N9280Q, was substantially damaged in an accident near Provincetown, Massachusetts (Provincetown Municipal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to initiate a timely go-around, which resulted in his landing the airplane long and fast. Factors included low ceilings and the airplane's initial misalignment with the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 19, 2002 · about 10:32 pm local time
- Place
- Provincetown, Massachusetts · Provincetown Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech 58 · all 58s on the register
- Registration
- N9280Q · no longer on the register · serial TH-150
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, during an ILS RWY 07 approach, the airplane descended out of an overcast cloud layer about 200 feet above the ground, with a visibility of about 3/4 statute mile. The pilot noticed that the threshold of the 3,500-foot runway was off to his right. He added power to prevent a stall, and maneuvered towards the runway. He landed the airplane on runway centerline, about 1,700 feet from the departure end. He could not stop the airplane in the distance remaining, and it overran the departure end of the runway. The calculated no-wind landing distance at maximum gross weight was about 1,450 feet. Weather, recorded at the airport 2 minutes after the accident, included winds from 050 degrees true at 6 knots, a 100-foot overcast cloud layer, and a visibility of 1/4 statute mile. Approach procedure minimums included a 200-foot ceiling and a 3/4-statute-mile visibility. The pilot stated that he had "landed too fast," and that the cause of the accident was his failure to initiate a go-around when he was not in a proper position to land.
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: 2,500 hours in all; 1,500 in this make and model; 10 in the last 90 days; 6 in the last 30 days; 2,000 as pilot in command
- Last flight review: July 14, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,340 hours
- Last inspection: annual inspection, April 1, 2002; 50 hours since
- Maximum gross weight: 5,300 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Continental IO-520 (piston); 0 hours total
- Engine 2: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: DXR Danbury CT at 8:45 pm
- Destination: PVC Provincetown MA
- Flight plan: IFR
- Runway 07, 3,498 ft by 100 ft
Weather at the time
- Light: dusk
- Wind: from 050° at 6 knots
- Visibility: 0.2 statute miles
- Sky: overcast at 100 ft
- Temperature: 70°F (21°C), dew point 64°F (18°C)
- Altimeter: 29.81 inHg
- Observation at 10:35 pm from PVC
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.