Raytheon Aircraft Company B200 accident near Hayward, California, September 16, 2009
On September 16, 2009 at about 7:15 pm local time, a Raytheon Aircraft Company B200, registered N726CB, was substantially damaged in an accident during initial climb near Hayward, California (Hayward Executive airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain directional control after takeoff. Contributing to the accident was the pilot's inadequate preflight and failure to follow the airplane manufacturer's checklist to ensure that the rudder trim control and right propeller control lever were positioned correctly.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 16, 2009 · about 7:15 pm local time · cases in 2009
- Place
- Hayward, California · Hayward Executive · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Raytheon Aircraft Company B200
- Registration
- N726CB · registry record · serial BB-1750
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane just had undergone a routine maintenance and this was planned to be the first flight after the inspection. During the initial climb, the pilot observed that the airplane was drifting to the left. The pilot attempted to counteract the drift by application of right aileron and right rudder, but the airplane continued to the left. The pilot reported that, despite having both hands on the control yoke, he could not maintain directional control and the airplane collided into a building. The airplane subsequently came to rest on railroad tracks adjacent to the airport perimeter. A post accident examination revealed that the elevator trim wheel was located in the 9-degree NOSE UP position; normal takeoff range setting is between 2 and 3 degrees NOSE UP. The rudder trim control knob was found in the full left position and the right propeller lever was found about one-half inch forward of the FEATHER position; these control inputs both resulted in the airplane yawing to the left. The pilot did not adequately follow the airplane manufacturer's checklist during the preflight, taxi, and before takeoff, which resulted in the airplane not being configured correctly for takeoff. This incorrect configuration led to the loss of directional control immediately after rotation. A post accident examination of the airframe, engines, and propellers revealed no anomalies that would have precluded normal operation.
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
What happened, in order
- Loss of control in flight during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- factor Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
- factor Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 2,913 hours in all; 1,707 in this make and model; 32 in the last 90 days; 10 in the last 30 days; 2,690 as pilot in command
- Last flight review: February 24, 2009
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,230 hours
- Last inspection: continuous airworthiness programme, September 10, 2009; 0 hours since
- Maximum gross weight: 12,500 lb
- Seats: 9
- Landing gear: retractable
- Engine 1: Pratt & Whitney PT6A-42 (turboprop); 0 hours total
- Engine 2: Pratt & Whitney PT6A-42 (turboprop); 0 hours total
- Fire on the ground
- Operator: Henry Broadcasting Nevada Inc.
The flight
- Departed from: HWD Hayward CA at 7:15 pm
- Destination: SQL San Carlos CA
- Flight plan: none
- Runway 28L, 5,694 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 57°F (14°C)
- Altimeter: 30.07 inHg
- Observation at 6:54 pm from HWD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
24 documents, released by the NTSB on October 1, 2010. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N726CB on the register today · the tail number may have moved to another aircraft since
- Raytheon Aircraft Company 2,138 aircraft on the register
- Engine: Pratt & Whitney PT6A-42 2,218 aircraft carry this series today · as the NTSB recorded it
- Engine: Pratt & Whitney PT6A-42 2,218 aircraft carry this series today · as the NTSB recorded it
- Hayward Executive · nearest airport
- San Carlos Airport · bound for
- Accidents and incidents in California 9,080 since 1982 · 1,096 in the last ten years
- California 27,897 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/WPR09LA451.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.