Beech 58TC accident near Everett, Washington, December 22, 2004
On December 22, 2004 at about 10:30 pm local time, a Beech 58TC, registered N7858B, was substantially damaged in an accident near Everett, Washington (Paine Field). It was a personal flight under general aviation rules (Part 91). 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 pilot's misjudgment of distance/speed on landing touchdown and rollout, and his subsequent excessive braking. A factor was the fence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 22, 2004 · about 10:30 pm local time
- Place
- Everett, Washington · Paine Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 58TC · all 58TCs on the register
- Registration
- N7858B · no longer on the register · serial TK-64
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot landed on runway 34R (3,000 feet) by flying the Precision Approach Path Indicator (PAPI) to the runway and flaring to land. The pilot said that when he first applied brakes, the airplane swerved left. He corrected with rudder and brake, and again applied brakes evenly. He said that he realized that he was not going to stop in time, so he applied more brake pressure until the wheels locked-up. The airplane departed the end of the runway, and down a grassy incline and through a fence. The airplane came to rest with the landing gear folded up and the nose portion of the fuselage was compressed aft. The pilot estimated the gross weight of his airplane at 5,200 pounds at the time of the accident. He said that the flaps were at 30 degrees, and that he touched down at 1,000 feet down the runway. He calculated that his stopping distance should have been 1,650 feet, according to the manufacturer's Pilot's Operating Handbook (POH). The airport manager said that the PAPI was installed at 400 feet from the approach end of the runway. He further stated that a witness had told him that the airplane did not touchdown until midfield. The Investigator-In-Charge calculated the stopping distance, using 30 degrees of flaps, a temperature of 7 degrees Celsius, a pressure altitude of 89 feet, and a gross weight of approximately 5,200 pounds, to be 1,300 feet.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,406 hours in all; 170 in this make and model; 46 in the last 90 days; 15 in the last 30 days
- Last flight review: January 23, 2004
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,452 hours
- Last inspection: annual inspection, April 4, 2004; 120 hours since
- Maximum gross weight: 6,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-LB1 (piston); 0 hours total
The flight
- Departed from: BFI Seattle WA at 10:00 pm
- Destination: PAE Everett WA
- Flight plan: none
- Runway 34R, 3,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 39°F (4°C)
- Altimeter: 30.47 inHg
- Observation at 9:53 pm from PAE
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.
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.