Beech D50C accident near Snohomish, Washington, December 15, 1990
On December 15, 1990 at about 9:36 pm local time, a Beech D50C, registered N833Q, was substantially damaged in an accident near Snohomish, Washington. It was a skydiving flight under general aviation rules (Part 91). 1 person was killed and 1 person had minor injuries; 4 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE OBSTRUCTION (PROTRUDING DOOR SUPPORT BRACKET) IN THE DOORWAY OF THE AIRCRAFT; FAILURE OF THE COMPANY/OPERATOR PERSONNEL, THE PILOT, AND THE SKYDIVERS TO ASSURE THAT THE DOORWAY WAS CLEAR OF OBSTRUCTIONS; AND SUBSEQUENT SNAGGING OF THE D-RING, WHICH RESULTED IN INADVERTENT DEPLOYMENT OF THE PASSENGER'S (SKYDIVER'S) RESERVE PARACHUTE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 15, 1990 · about 9:36 pm local time
- Place
- Snohomish, Washington · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person had minor injuries; 4 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech D50C · all D50Cs on the register
- Registration
- N833Q · registry record · serial DH-290
- Damage
- Substantial damage
- Flight
- Skydiving flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING A SKYDIVING OPERATION, THE AIRCRAFT WAS SLOWED TO SLOW CRUISE FLIGHT FOR A PARACHUTE JUMP. AS SKYDIVERS WERE MOVING TO THE EXIT DOOR FOR A GROUP JUMP, THE D-RING OF ONE SKYDIVER'S RESERVE PARACHUTE BECAME ENTANGLED ON A PROTRUDING CABIN DOOR SUPPORT BRACKET. THE RESERVE CHUTE DEPLOYED & WAS CAUGHT IN THE SLIP STREAM. THE SKYDIVER WAS THEN PULLED FROM THE OPEN DOOR. HE IMPACTED THE RIGHT HORIZONTAL STABILIZER, FELL 4000 FT TO THE GROUND & WAS FATALLY INJURED. MOST OF THE RIGHT STABILIZER WAS TORN FROM THE AIRCRAFT. AFTER ITS SEPARATION, THE AIRCRAFT ENTERED A DIVE & THE REMAINING SKYDIVERS JUMPED FROM THE PLANE. ONE OF THE OTHER SKYDIVERS WAS IN THE DOORWAY WHEN THE ACCIDENT SEQUENCE BEGAN. HE HELD ONTO THE AIRCRAFT FOR A MOMENT AS IT SHUDDERED & STARTED TO DIVE, THEN 'LET GO.' DURING THE OCCURRENCE, HE RECEIVED A MINOR INJURY. THE PILOT REGAINED CONTROL OF THE AIRCRAFT & MADE AN EMERGENCY LANDING AT AN AIRPORT WITH A LONG RUNWAY.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,104 hours in all; 110 in this make and model; 114 in the last 90 days; 30 in the last 30 days; 2,021 as pilot in command; 191 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 6,300 lb
- Landing gear: retractable
- Engine: Lycoming GO-480-G2D6 (piston); 0 hours total
The flight
- Departed from: S43 Snohomish WA at 9:15 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 340° at 8 knots
- Visibility: 25 statute miles
- Sky: broken clouds at 1,000 ft; scat at 800 ft
- Temperature: 43°F (6°C), dew point 39°F (4°C)
- Altimeter: 29.00 inHg
- Observation at 8:45 pm from PAE, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 1 | 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.