Cessna 340A accident near Chesapeake, Virginia, March 16, 1999
On March 16, 1999 at about 2:50 pm local time, a Cessna 340A, registered N13DT, was destroyed in an accident near Chesapeake, Virginia (Chesapeake Muni airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain control of the airplane during a single engine emergency landing, after experiencing a failure of the left engine. A factor in this accident was the failure of the left engine's camshaft due to a fatigue crack.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 16, 1999 · about 2:50 pm local time
- Place
- Chesapeake, Virginia · Chesapeake Muni · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 340A · all 340As on the register
- Registration
- N13DT · no longer on the register · serial 340A0063
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After takeoff, the airplane returned to the departure airport for an emergency landing. The aircraft was observed in the vicinity of the runway threshold, about 500 feet above the ground, with it's left propeller feathered, when it entered a left bank which increased to about 90 degrees. The airplane then entered a spin, descended, and impacted the ground. Examination of wreckage revealed the camshaft of the left engine had failed as a result of a fatigue crack. No other abnormalities were observed of airframe or engine. The left engine had accumulated about 1,200 hours since overhaul. The pilot purchased the airplane about 1 month prior to the accident. At that time, he reported 700 hours of flight experience in multi-engine airplanes, of which, 10 hours were in the make and model of the accident airplane.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,500 hours in all; 10 in this make and model; 10 in the last 90 days; 10 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,575 hours
- Last inspection: annual inspection, February 16, 1999
- Maximum gross weight: 2,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: CPK at 2:45 pm
- Destination: X47 Bunnell FL
- Flight plan: none
- Runway 5, 4,200 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 350° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 10,000 ft
- Temperature: 45°F (7°C), dew point 28°F (-2°C)
- Altimeter: 30.00 inHg
- Observation at 2:40 pm from CPK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
Other NTSB records under N13DT the same tail number, which may have belonged to a different aircraft at the time
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.