Beech H35 accident near Warrenton, Virginia, December 10, 2007
On December 10, 2007 at about 1:50 am local time, a Beech H35, registered N5481D, was substantially damaged in an accident near Warrenton, Virginia (Warrenton-Fauquier Airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to follow the published instrument approach procedure and his failure to maintain the minimum descent altitude which resulted in collision with trees and terrain. Contributing to the accident were the night, instrument meteorological conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 10, 2007 · about 1:50 am local time
- Place
- Warrenton, Virginia · Warrenton-Fauquier Airport · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech H35 · all H35s on the register
- Registration
- N5481D · no longer on the register · serial D-4988
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was conducting a GPS approach to his home airport, during night, instrument meteorological conditions. The airplane was established on the inbound course, when it crossed the final approach fix at the required crossing altitude (2,200 feet). The airplane then continued a gradual descent until it impacted trees about 4 miles from the airport, on the same heading as the inbound course for the approach. Examination of the airplane and engine revealed no mechanical anomalies. The pilot had accumulated 683 hours of total flight experience, 67 of which were in actual instrument conditions. The pilot completed his most recent instrument proficiency check (IPC) 5 months prior to the accident, during which he performed four instrument approaches in a simulator (none of which included instrument approaches to the destination airport, which was also his home airport). After the IPC, the pilot accumulated 8.4 hours of actual instrument flight time; however, he did not log any instrument approaches. At the time of the accident, weather included overcast clouds at 300 feet, 1 mile visibility, temperature 6 degrees Celsius (C), dew point 6 degrees C. An employee of the fixed base operator at the airport stated that no other aircraft came into the airport on the day of the accident, as it was "very foggy" all day.
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: 683 hours in all; 30 in the last 90 days
- Last flight review: June 1, 2006
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 5,907 hours
- Last inspection: annual inspection, May 1, 2007
- Seats: 4
- Landing gear: retractable
- Engine: Contl O-470 (piston); 0 hours total
The flight
- Departed from: 88J Allendale SC at 11:23 pm
- Destination: W66 Warrenton VA
- Flight plan: IFR
- Runway 14, 5,000 ft by 100 ft
Weather at the time
- Light: night
- Wind: from 010° at 3 knots
- Visibility: 2 statute miles
- Sky: overcast at 400 ft
- Temperature: 43°F (6°C), dew point 43°F (6°C)
- Altimeter: 30.29 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.