Beech 1900D incident near Clarksburg, West Virginia, June 19, 1997
On June 19, 1997 at about 9:35 pm local time, a Beech 1900D, registered N165YV, suffered minor damage in an incident near Clarksburg, West Virginia (Benedum airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The right outboard flap detaching from the flap aft roller bearings, at the flap track, which was a result of the manufacturer's inadequate inspection program.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 19, 1997 · about 9:35 pm local time
- Place
- Clarksburg, West Virginia · Benedum · map
- Type
- Incident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 1900D · all 1900Ds on the register
- Registration
- N165YV · registry record · serial UE165
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The pilot lowered the flaps to 35 degrees while on final approach to runway 21. He noted aileron binding as the flaps traveled to 35 degrees, and at the same time heard a snap under the floor of the cockpit. After landing the flaps were not retracted. The airplane was taxied to the terminal where it was observed that the right outboard flap panel had became detached from the flap aft roller bearings at the inboard flap track. The flap was in contact with the aileron, which interfered with aileron control. The manufacturer had published a Safety Communique during May 1997. The Communique dealt with the inspection of the outboard flap attachment brackets and aft roller bearings of Beech 1900 series airplanes. The incident airplane was scheduled to have the inspection complied with during the next 30 days. The airplane had accumulated about 3,317 flight hours and 7,069 landings. An inspection of the remainder of the operator's fleet of Beech 1900D airplanes revealed that eight additional airplanes failed the inspection criteria, but had not reached the assigned number of cycles specified in the Communique.
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: 10,000 hours in all; 2,000 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,328 hours
- Last inspection: continuous airworthiness programme, June 17, 1997; 10 hours since
- Maximum gross weight: 17,000 lb
- Seats: 21
- Landing gear: retractable
- Engine: P&W PT6A-67D (turboprop); 0 hours total
The flight
- Departed from: PKB Parkersburg WV at 9:10 pm
- Destination: CKB
- Flight plan: IFR
- Runway 21, 5,200 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 6 statute miles
- Sky: scat at 4,000 ft
- Temperature: 79°F (26°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 9:45 pm from MGW, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.