Rockwell AC-112A accident near Batesburg, South Carolina, September 13, 1983
On September 13, 1983 at about 2:00 pm local time, a Rockwell AC-112A, registered N1423J, was substantially damaged in an accident near Batesburg, South Carolina (Palmetto 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).
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The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 13, 1983 · about 2:00 pm local time
- Place
- Batesburg, South Carolina · Palmetto · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell AC-112A
- Registration
- N1423J · registry record · serial 423
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT EXPERIENCED A GEAR COLLAPSE DURING LANDING ROLLOUT. THE PILOT STATED THAT THE GEAR GREEN LIGHTS WERE ON PRIOR TO LANDING. THE LANDING AND ROLLOUT WERE UNEVENTFUL UNTIL A RIGHT TURN OF 180 DEGREES WAS MADE. DURING THE TURN THE LEFT MAIN GEAR FOLDED INTO THE WHEEL WELL. THE ACFT WAS RAISED AND AN ATTEMPT TO LOWER THE GEAR WAS MADE USING THE NORMAL SYSTEM. THE GEAR WOULD NOT COME DOWN AND LOCKED. THE PILOT THEN PHYSICALLY PUSHED THE LEFT MAIN OVER CENTER AND IT LOCKED. THERE WAS NO DAMAGE TO THE LANDING GEAR LINKAGE OR ASSEMBLIES. THE MECHANIC WHO WORKED ON THE ACFT SAID THE PILOT TOLD HIM HE MADE A HARD LANDING PRIOR TO THE GEAR COLLAPSE.
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: single-engine land
- Flight time: 193 hours in all; 103 in this make and model; 25 in the last 90 days; 99 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,358 hours
- Last inspection: annual inspection, February 28, 1983; 60 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: CHS Charleston SC at 1:15 pm
- Flight plan: none
- Runway 16, 2,800 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N1423J the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ATL83LA367.