Beech BE-24R accident near Doraville, Georgia, December 11, 1996
On December 11, 1996 at about 3:03 am local time, a Beech BE-24R, registered N6988R, was substantially damaged in an accident near Doraville, Georgia (Peachtree Dekalb airport). It was a business 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).
The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 11, 1996 · about 3:03 am local time
- Place
- Doraville, Georgia · Peachtree Dekalb
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE-24R
- Registration
- N6988R · no longer on the register · serial MC-244
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had completed a preflight inspection of the airplane; all aircraft systems checked out normal. About 6 miles from the destination airport, the pilot reported encountering strong turbulence and reduced the throttle to slow the airplane. Once the airspeed and turbulence conditions were resolved, the pilot advanced the throttle; there was no response. After completing an unsuccessful restart procedure, the pilot informed the tower of his engine out condition, and requested assistance from the controller for the nearest opening for an emergency landing. The pilot spotted a dark area and established an approach for the emergency landing. He slowed the airplane to as low as possible airspeed, and the airplane settled into the tops of the stand of trees. After the airplane was recovered from the trees, several gallons of fuel were removed from the fuel system. The engine examination and functional run failed to disclose a mechanical problem. Examination of the airframe and related systems also failed to disclose a mechanical problem.
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; instrument: airplane
- Flight time: 1,750 hours in all; 100 in this make and model; 15 in the last 90 days; 10 in the last 30 days; 1,600 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,598 hours
- Last inspection: 100-hour inspection, November 9, 1995
- Maximum gross weight: 2,758 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B6 (piston); 0 hours total
The flight
- Departed from: ROA Roanoke VA at 11:45 pm
- Destination: PDK Atlanta GA
- Flight plan: none
- Runway 20L, 6,001 ft by 100 ft
Weather at the time
- Light: night, dark
- Wind: from 210° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 3:00 am from ATL, 30 miles away
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.
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.