Swearingen SA-226TC accident near Florence, South Carolina, February 6, 1987
On February 6, 1987, a Swearingen SA-226TC, registered N1013G, was substantially damaged in an accident near Florence, South Carolina (Florence airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 7 people were on board or involved. The weather was visual conditions (good weather).
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 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 6, 1987
- Place
- Florence, South Carolina · Florence · map
- Type
- Accident
- Injuries
- No one was hurt; 7 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Swearingen SA-226TC · all SA-226TCs on the register
- Registration
- N1013G · registry record · serial TC-409
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
DURING THE FINAL LEG OF A DOMESTIC SCHEDULED COMMUTER AIRLINE FLIGHT THE AIRCRAFT LANDED WITH THE LANDING GEAR IN THE RETRACTED POSITION. THE CAPTAIN COULD NOT RECALL PLACING THE GEAR SELECTOR HANDLE IN THE DOWN POSITION AND THE CO-PILOT COULD NOT REMEMBER CALLING FOR 'GEAR DOWN' DURING THE 'BEFORE LANDING CHECKLIST'. THE CO-PILOT WAS FLYING THE LEG AND THE CAPTAIN WAS PERFORMING THE CO-PILOT FUNCTIONS. AS THE PROPELLERS CAME IN CONTACT WITH THE RUNWAY APPROX. 6 INCHES OF A RIGHT PROPELLER BLADE SEPARATED AND PENETRATED THE FUSELAGE AT ROW 2, SEAT 'B'. THERE WERE NO PASSENGERS SEATED IN THE AREA AT THAT TIME. NO MECHANICAL DISCREPANCIES WERE REPORTED BY THE CREW PRIOR TO THE ACCIDENT AND A LANDING GEAR SYSTEM CHECK AFTER THE ACCIDENT DID NOT REVEAL ANY MECHANICAL DIFFICIENCIES.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 9,701 hours in all; 1,258 in this make and model; 121 in the last 90 days; 6,791 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 9,154 hours
- Last inspection: continuous airworthiness programme, January 14, 1987
- Maximum gross weight: 12,500 lb
- Seats: 22
- Landing gear: retractable
- Engine: Garrett TPE-331-10 (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: CRE Myrtle Beach SC
- Destination: FLO Florence SC
- Flight plan: IFR
- Runway 36, 6,001 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 060° at 9 knots
- Visibility: 7 statute miles
- Sky: overcast at 20,000 ft
- Temperature: 45°F (7°C), dew point 25°F (-4°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 5 |
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 N1013G the same tail number, which may have belonged to a different aircraft at the time
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.