Beech C99 incident near Burlington, Vermont, October 6, 1983
On October 6, 1983 at about 6:20 pm local time, a Beech C99, registered N96AV, suffered minor damage in an incident near Burlington, Vermont (Burlington Intl airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 10 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this incident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 6, 1983 · about 6:20 pm local time
- Place
- Burlington, Vermont · Burlington Intl
- Type
- Incident
- Injuries
- No one was hurt; 10 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C99 · all C99s on the register
- Registration
- N96AV · registry record · serial U-201
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE PLT STATED THAT AFTER A SMOOTH TOUCHDOWN ON THE MAIN GEAR, A LOUD BANG WAS HEARD, ACCOMPANIED WITH A GEAR UNSAFE HORN. A GO-AROUND WAS MADE, & AFTER COMPLETING EMERG GEAR EXTENSION PROCEDURE THE ACFT RETURNED FOR LANDING. DURING LANDING THE LEFT GEAR FOLDED. A COMPANY PLT WHO WAS HOLDING SHORT AT THE APCH END OF THE RWY STATED HE OBSERVED THE ACFTGEAR HIT THE ARRESTING CABLE DURING TOUCHDOWN. HOWEVER, THE TOWER CONTROLLER ALSO OBSERVED THE LANDING & STATED THAT THEACFT TOUCHED DOWN 700 FT BEYOND THE THRESHOLD, A POINT 1/2 WAY BETWEEN THE THRESHOLD & ARRESTING GEAR. THE LEFT GEAR GAVE WAY AT TOUCHDOWN & THE PLT OPTED TO GO AROUND. THE ACFT PASSED OVER THE CABLE WITH THE GEAR EXTENDED. SEVERAL PASSENGERS DESCRIBED THE LANDING AS HARD. EXAM OF ARRESTING GEAR SYSTEM DID NOT DISCLOSE ANY DAMAGE. THE LEFT MAIN GEAR DRAG LEG (P/N50-120202) CONNECTED TO SUPPORT (P/N50-120201) WAS SEPARATED. THE SUPPORT IS RETAINED TO ACFT BY RIVETS & FOUR 1/4 INCH BOLTS. THE RIVETS WERE SHEARED & THE FOUR BOLTS WERE MISSING.
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
- Ratings: multi-engine land; instrument: airplane
- Flight time: 5,100 hours in all; 400 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 968 hours
- Last inspection: approved inspection programme, October 1, 1983; 28 hours since
- Maximum gross weight: 11,380 lb
- Seats: 17
- Landing gear: retractable
- Engine: P&W PT6A-36 (turboprop); 0 hours total
- Operator: Air Vermont
The flight
- Departed from: JFK Jamaica NY
- Flight plan: IFR
- Runway 33, 7,870 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 16 knots, gusting 24
- Visibility: 30 statute miles
- Sky: broken clouds at 4,500 ft; scat at 3,500 ft
- Temperature: 61°F (16°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 6:39 pm from BTV
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 8 |
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.