Beech 300 accident near Cullman, Alabama, January 14, 1999
On January 14, 1999 at about 3:18 pm local time, a Beech 300, registered N780BF, was destroyed in an accident near Cullman, Alabama (Folsom airport). It was an executive or corporate 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's failure to adhere to the missed approach procedure resulting in a collision with terrain. Contributing factors were fog and the rotorcraft rated pilot's lack of fixed wing certification/experience.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 14, 1999 · about 3:18 pm local time
- Place
- Cullman, Alabama · Folsom · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech 300 · all 300s on the register
- Registration
- N780BF · no longer on the register · serial FA-70
- Damage
- Destroyed
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane descended to 2,600 feet to the NDB, and initiated the approach upon crossing the NDB. As the airplane descended below 1,500 feet MSL, Huntsville lost radar contact. The next communication with the airplane was when the pilot radioed that he was initiating the missed approach. The published missed approach procedure is, 'Climbing lift turn to 2,700 direct CPP NDB and hold.' The airplane made a series of turns within the next one minute and 24 seconds. Additionally, the airplane's altitude varied but it never climbed above the altitude of 1,700 feet. The airplane wreckage was located approximately 3.5 miles north of the airport on a 345 degree heading on the opposite side of the outbound course to the NDB. Witnesses in the immediate area stated that they could hear the airplane flying low over their homes but could not see it due to the foggy conditions. A review of pilot records did not show the pilot having any fixed wing airplane experience.
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: instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,100 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,687 hours
- Last inspection: approved inspection programme, January 14, 1999; 3 hours since
- Maximum gross weight: 14,100 lb
- Seats: 11
- Landing gear: retractable
- Engine: P&W PT6A-60A (turboprop); 0 hours total
- Operator: USA Healthcare-Leasing
The flight
- Departed from: GMU Greeneville SC at 2:08 pm
- Destination: 3A1 AL
- Flight plan: IFR
- Runway 20, 5,500 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 9 knots
- Visibility: 2 statute miles
- Sky: broken clouds at 700 ft; not recorded
- Temperature: 54°F (12°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 3:20 pm from HSV, 30 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.