Beech B-55 accident near Atlanta, Georgia, October 19, 2004
On October 19, 2004 at about 2:54 pm local time, a Beech B-55, registered N322WW, was substantially damaged in an accident near Atlanta, Georgia (Dekalb-Peachtree airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot initiated flight into known adverse weather conditions (thunderstorms), which resulted in a loss of control, and subsequent in-flight collision with the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 19, 2004 · about 2:54 pm local time
- Place
- Atlanta, Georgia · Dekalb-Peachtree · map
- Type
- Accident · collision on the ground
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech B-55 · all B-55s on the register
- Registration
- N322WW · registry record · serial TC-2224
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot received a weather briefing informing him of adverse weather conditions (thunderstorms) in the area of his flight. The pilot departed the airport, and was asked to climb to 5000 feet due to the weather conditions. During the climb out the pilot reported that he was in trouble, and shortly afterward, radio and radar contact was lost. The airplane was seen spinning out of the clouds in a flat attitude. The airplane collided with ground and a post crash fire ensued. Post accident examination of the airplane revealed no mechanical or flight control problems. A Convective SIGMET (43E) issued at 0855 for an area approximately 15 miles northwest of the accident location. The Convective SIGMET, which was valid until 1055, noted an area of severe thunderstorms moving from 270-degrees at 20 knots, with tops to 45,000 feet. The SIGMET also indicated that the southern portion of this complex was moving from 300-degrees at 25 knots.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,050 hours in all; 61 in this make and model
- Last flight review: June 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 2,472.9 hours
- Last inspection: annual inspection, October 1, 2003
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-L (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: KPDK Chamblee GA at 2:45 pm
- Destination: KVNC Venice FL
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 030° at 8 knots
- Visibility: 2 statute miles
- Sky: broken clouds at 2,400 ft; scat at 1,100 ft
- Temperature: 64°F (18°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 3:53 pm from KPDK, 7 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.