Piper PA-46-350P accident near Augusta, Georgia, August 4, 2000
On August 4, 2000 at about 11:45 am local time, a Piper PA-46-350P, registered N198PM, was destroyed in an accident near Augusta, Georgia (Daniel Field). It was a business flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Improper preflight planning/preparation by the pilot, which resulted in taking off with the airplane exceeding the weight and balance limitations. Factors to the accident were the improper loading of the airplane, taking off from a short, up sloping runway and the pilot's elevated glucose level.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 4, 2000 · about 11:45 am local time
- Place
- Augusta, Georgia · Daniel Field · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-350P · all PA-46-350Ps on the register
- Registration
- N198PM · no longer on the register · serial 4636133
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Witness's reported that the airplane took off from runway 05, which has an up slope of 1.2 degrees. The airplane was observed at approximately 10 feet above ground level, in a nose high attitude traveling parallel to the ground and not climbing. The airplane narrowly cleared a 6-foot fence off the departure end of runway 05. Shortly thereafter, the airplane impacted a utility pole, the roof of a bus stop, which was followed by a brick wall. At the time of the accident runway 23, which has a 1.2-degree down slope and has a clear-cut area on the departure end, was available for use. The basic empty weight for this airplane is 3,097 pounds; the useful load is 1,201.7 pounds. The actual load at the time of the accident was in excess of the useful load. There is no record of the pilot completing a weight and balance computation prior to take-off. The toxicology examinations were negative for carbon monoxide, cyanide, drugs and alcohol. The toxicology examination revealed that 1175(mg/dl) glucose was detected in the urine. Examination of the airplane and subsystems failed to disclose any mechanical or component failures.
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: 6,000 hours in all; 80 in this make and model; 128 in the last 90 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 451 hours
- Last inspection: annual inspection, February 11, 2000; 104 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-AE2A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: DNL at 11:44 am
- Destination: ACY Atlantic City NJ
- Flight plan: IFR
- Runway 5, 3,900 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 3 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,500 ft; scat at 4,400 ft
- Temperature: 162°F (72°C), dew point 162°F (72°C)
- Altimeter: 30.00 inHg
- Observation at 12:25 pm from AGS, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.