Dornier DO-328-300 accident near Manassas, Virginia, June 3, 2006
On June 3, 2006 at about 11:19 am local time, a Dornier DO-328-300, registered N328PD, was substantially damaged in an accident near Manassas, Virginia (Manassas Regional Airport). It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries; 7 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partially blocked pitot system, which resulted in an inaccurate airspeed indicator display, and an overrun during an aborted takeoff. A factor associated with the accident was the pilot-in-command's delayed decision to abort the takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 3, 2006 · about 11:19 am local time
- Place
- Manassas, Virginia · Manassas Regional Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 7 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Dornier DO-328-300
- Registration
- N328PD · no longer on the register · serial 3105
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to departure on the maintenance repositioning flight, the captain discussed with the first officer an uneven fuel balance that they could "fix" once airborne, and a 25,000 feet msl restriction because of an inoperative air conditioning/pressurization pack. The captain also commented about the right pack "misbehaving", and a bleed valve failure warning. The captain also commented about aborting below 80 knots for everything, except for the bleed shutoff valve. During the takeoff roll, a single chime was heard, and the first officer reported a bleed valve fail message. The captain responded, "ignore it." Another chime was heard, and the first officer reported "lateral mode fail, pusher fail." The captain asked about airspeed and was advised of an "indicated airspeed miscompare." The captain initiated the aborted takeoff approximately 13 seconds after the second chime was heard. The crew was unable to stop the airplane, and it went off the end of the runway, and impacted obstructions and terrain. According to the flight data recorder, peak groundspeed was 152 knots and the time the aborted takeoff was initiated, and indicated airspeed was 78.5 knots. The captain and the airplane owner's director of maintenance were aware of several mechanical discrepancies prior to the flight, and the captain had advised the first officer that the flight was for "routine maintenance," but that the airplane was airworthy. Prior to the flight the first officer found "reddish clay" in one of the pitot tubes and removed it. A mechanic and the captain examined the pitot tube, and determined the tube was not obstructed. The captain's pitot tube was later found to be partially blocked with an insect nest. A postaccident examination of the airplane and aircraft maintenance log revealed that no discrepancies were entered in the log, and no placards or "inoperative" decals were affixed in the cockpit.
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: airline transport pilot, flight instructor, commercial pilot, private
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 15,615 hours in all; 2,523 in this make and model; 150 in the last 90 days; 49 in the last 30 days; 14,807 as pilot in command; 8,708 on instruments
- Last flight review: April 1, 2006
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 819 hours in all; 141 in this make and model; 41 in the last 90 days; 33 in the last 30 days; 462 as pilot in command; 105 on instruments
- Last flight review: May 1, 2006
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 2,830 hours
- Last inspection: continuous airworthiness programme, May 1, 2006
- Maximum gross weight: 33,510 lb
- Seats: 34
- Landing gear: retractable
- Engine 1: Pratt & Whitney Canada PW306B (turbofan); 0 hours total
- Engine 2: Pratt & Whitney Canada PW306B (turbofan); 0 hours total
- Operator: East Coast Flight Services, Inc.
The flight
- Departed from: HEF Manassas VA at 11:19 am
- Destination: MYR Myrtle Beach SC
- Flight plan: IFR
- Runway 34R, 5,700 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 13 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 3,300 ft; scat at 600 ft
- Temperature: 70°F (21°C), dew point 66°F (19°C)
- Altimeter: 29.71 inHg
- Observation at 11:36 am from HEF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 2 | ||
| Passengers | 5 |
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.