Beech 200 accident near Weiser, Idaho, December 28, 1998
On December 28, 1998 at about 1:30 am local time, a Beech 200, registered N6684B, was substantially damaged in an accident near Weiser, Idaho (Weiser Municipal airport). 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
Airport snow removal was not properly performed. A snowbank was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 28, 1998 · about 1:30 am local time
- Place
- Weiser, Idaho · Weiser Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 200 · all 200s on the register
- Registration
- N6684B · no longer on the register · serial BB-631
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that earlier in the day he talked with a friend that he was going to pick up at the airport. The pilot instructed the friend to call someone and have the snow plowed off the runway. The friend contacted the city employee responsible for plowing the runway. The employee stated that he would have the runway plowed. The plow operator plowed down one half of the runway to centerline and then partially plowed the other half before stopping and not finishing the job. The pilot stated that, prior to departure, he checked for Notams at the destination airport. There were none, and the flight took off and arrived in the area just after dusk. The pilot entered the traffic pattern for landing and touchdown was normal. The pilot stated that reverse thrust was used to slow the aircraft. About 1,000 feet down the runway, and at 50 knots airspeed, the left main gear collided with a snow berm that was down the centerline of the runway. The aircraft veered off the runway and collapsed the nose gear. The plow operator reported that there was no airport manager, and he did not know that he could have closed 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, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 14,000 hours in all; 800 in this make and model; 180 in the last 90 days; 20 in the last 30 days; 9,600 as pilot in command; 5,200 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 7,120 hours
- Last inspection: approved inspection programme, May 18, 1998; 150 hours since
- Maximum gross weight: 12,500 lb
- Seats: 10
- Landing gear: retractable
- Engine: P&W PT6A-41 (turboprop); 0 hours total
- Operator: Kmr Aviation
The flight
- Departed from: TWF Twin Falls ID
- Flight plan: IFR
- Runway 30, 4,000 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 300° at 5 knots
- Visibility: 6 statute miles
- Sky: overcast at 6,500 ft; not recorded
- Temperature: 36°F (2°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
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.