Beech A100 accident near Carrollton, Georgia, March 17, 2003
On March 17, 2003 at about 11:25 pm local time, a Beech A100, registered N227BC, was substantially damaged in an accident near Carrollton, Georgia (Carrollton West Georgia Region 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 instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot misjudged the approach and touchdown airspeeds that resulted in the overrun of the runway during a landing. Factors were the wet runway and hydroplaning conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 17, 2003 · about 11:25 pm local time
- Place
- Carrollton, Georgia · Carrollton West Georgia Region · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech A100 · all A100s on the register
- Registration
- N227BC · registry record · serial B-0227
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed with the flaps of the airplane inoperative and stowed in the up position. At the time of landing, runway 34 was wet and there was precipitation in the area. The airplane hydroplaned down the runway and rolled off the departure end of the runway into a muddy area. The airplane nosed over and the nose gear collapsed. The pilot stated that she did not compute the landing roll distance needed for landing on the wet runway. The Safety Information Section of the Pilots Operating Handbook states a caution when landing on runways covered by water. Examination of the airplane revealed that the propeller assemblies and both engines were damaged.
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
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,361 hours in all; 157 in this make and model; 61 in the last 90 days; 17 in the last 30 days; 4,145 as pilot in command; 1,115 on instruments
- Last flight review: June 23, 2002
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,640 hours
- Last inspection: 100-hour inspection, September 27, 2002; 64.6 hours since
- Maximum gross weight: 11,500 lb
- Seats: 9
- Landing gear: retractable
- Engine 1: Pratt & Whitney Canada PT6A-28 (turboprop); 0 hours total
- Engine 2: Pratt & Whitney Canada PT6A-28 (turboprop); 0 hours total
The flight
- Departed from: F24 Minden LA at 9:00 pm
- Destination: CTJ Carrollton GA
- Flight plan: IFR
- Runway 34, 5,001 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 080° at 7 knots
- Visibility: 5 statute miles
- Sky: overcast at 800 ft
- Temperature: 57°F (14°C), dew point 54°F (12°C)
- Altimeter: 29.62 inHg
- Observation at 11:53 pm from FTY, 80 miles away
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.