Beech 58TC accident near Gulf Shores, Alabama, March 27, 1994
On March 27, 1994 at about 7:55 pm local time, a Beech 58TC, registered N200DL, was destroyed in an accident near Gulf Shores, Alabama (Jack Edwards airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO MAINTAIN AIRCRAFT CONTROL DURING THE BASE TURN. FACTORS WERE THE PILOT'S INADEQUATE PREFLIGHT, HIGH WINDS WITH GUSTS AT THE AIRPORT, AND THE PILOT'S DIVERTED ATTENTION DUE TO THE OPEN BAGGAGE DOOR.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 27, 1994 · about 7:55 pm local time
- Place
- Gulf Shores, Alabama · Jack Edwards
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 58TC · all 58TCs on the register
- Registration
- N200DL · no longer on the register · serial TK-34
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT REPORTED CHECKING THE SECURITY OF THE NOSE BAGGAGE DOOR DURING HIS INITIAL PREFLIGHT, BUT SUSPECTS THAT HIS WIFE MAY HAVE OPENED THE DOOR WHILE HE WAS PARKING HIS CAR. DURING TAKEOFF ON RWY 17, AT 50 TO 100 FT AGL, THE NOSE DOOR CAME OPEN. HE STATED THAT THE LEFT WING TRIED TO DROP, AND HE CORRECTED WITH OPPOSITE AILERON AND RUDDER IN AN ATTEMPT TO CLOSE THE DOOR. HE LEFT THE GEAR EXTENDED. HE ATTEMPTED TO LAND ON RUNWAY 27. HE ESTIMATED THE SURFACE WINDS TO BE OUT OF THE SOUTH AT 25 TO 35 KTS, WITH GUSTS. HE REPORTED THAT HE LOST SPEED IN THE BASE TURN, AND THE AIRCRAFT IMPACTED THE GROUND IN A LEFT WING LOW, NOSE LOW ATTITUDE. THE AIRCRAFT CAME TO REST IN AN UPRIGHT ATTITUDE AND BURNED. AN INSPECTION OF THE NOSE DOOR REVEALED THAT THE TWO LATCHES WERE OPEN, AS WAS THE KEY LOCK. A WITNESS REPORTED THAT THE AIRCRAFT REACHED A STEEP BANK ANGLE PRIOR TO IMPACT. THE MANUFACTURER PERFORMED FLIGHT TESTS ON A SIMILAR AIRCRAFT WITH THE NOSE DOOR OPEN, AND FOUND NO AIRCRAFT CONTROL DEGRADATION.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,200 hours in all; 600 in this make and model; 10 in the last 90 days; 6 in the last 30 days; 1,200 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,114 hours
- Last inspection: annual inspection, March 18, 1994; 4 hours since
- Maximum gross weight: 6,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-WB (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: AL15 at 7:55 pm
- Destination: MEI Meridian MS
- Flight plan: none
- Runway 27, 5,400 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 10 knots, gusting 18
- Visibility: 6 statute miles
- Sky: broken clouds at 2,200 ft; not recorded
- Temperature: 77°F (25°C), dew point 68°F (20°C)
- Altimeter: 30.00 inHg
- Observation at 7:55 pm from NPA, 19 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.