Beech 1900D accident near Windsor Locks, Connecticut, December 23, 1997
On December 23, 1997 at about 2:03 pm local time, a Beech 1900D, registered N140ZV, was substantially damaged in an accident near Windsor Locks, Connecticut (Bradley Intl airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 5 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 inadequate snow removal by airport personnel. Contributing factors were the snowbank and whiteout conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 23, 1997 · about 2:03 pm local time
- Place
- Windsor Locks, Connecticut · Bradley Intl
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech 1900D · all 1900Ds on the register
- Registration
- N140ZV · no longer on the register · serial UE-140
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
After landing, the airplane was taxied to the ramp by the pilot-in-command (PIC). The visibility was reduced due to blowing snow. The second-in-command (SIC) stated that while taxiing, he observed a snow bank as it passed under the nose of the airplane. Before he could inform the PIC, he heard a 'slapping' noise on the side of the airplane. Examination of the airplane revealed two propeller blades had separated from the right engine's propeller hub, and had struck the right side of the airplane's fuselage. The airplane had taxied into a 28 inch high snow bank that ran perpendicular to its path across the ramp. The snow had been left on the ramp by airport snow plowing operations. Neither the airport NOTAMS nor the airports terminal information service (ATIS) reported the snow banks across the ramp. During the same time frame, an Airbus and a Boeing 727 became stuck while taxiing in the snow at the airport.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 6,019 hours in all; 2,629 in this make and model; 245 in the last 90 days; 67 in the last 30 days; 4,190 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 16,950 lb
- Seats: 21
- Landing gear: retractable
- Engine: P&W PT6-67 (turboprop); 0 hours total
The flight
- Departed from: LGA Flushing NY at 1:31 pm
- Destination: BDL
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 350° at 11 knots
- Visibility: 0.2 statute miles
- Sky: broken clouds at 300 ft; not recorded
- Temperature: 34°F (1°C), dew point 36°F (2°C)
- Altimeter: 29.00 inHg
- Observation at 2:05 pm from BDL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 3 |
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.