Beech A23 24 accident near Somerset, Pennsylvania, March 16, 2024
On March 16, 2024 at about 7:02 pm local time, a 1967 Beech A23 24, registered N200AG, was substantially damaged in an accident during landing (flare/touchdown) near Somerset, Pennsylvania (Somerset County Airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The student pilot’s failure to maintain directional control, and the flight instructor’s lack of remedial action during a landing attempt in a gusty wind, which resulted in a loss of directional control and runway excursion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 16, 2024 · about 7:02 pm local time
- Place
- Somerset, Pennsylvania · Somerset County Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A23 24 NO SERIES, built 1967 · all A23 24s on the register
- Registration
- N200AG · registry record · serial MA-285
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot owned the airplane and was receiving instruction in it. The student pilot was attempting to land in a gusty wind on runway 25, a 5,002-ft-long, 75-ft-wide, asphalt runway. The airplane initially touched down on the runway, but then “ballooned” back into the air. The airplane subsequently drifted right off the runway and the student pilot attempted abort the landing; however, the airplane descended and struck a runway sign. It came to rest upright in a grass area between the runway and the taxiway. Postaccident examination of the wreckage revealed that the left flap and left main landing gear had separated. Additionally, the left wing and right elevator sustained substantial damage. The examination did not reveal evidence of any preimpact mechanical malfunctions. The recorded wind about the time of the accident was from 250° at 11 knots, gusting to 19 knots.
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
What happened, in order
- Runway excursion during landing (landing roll)
- Hard landing during landing (flare/touchdown)
- Loss of control on ground during landing (flare/touchdown) defining event
- Collision with terrain or object (not controlled flight into terrain) during landing (aborted after touchdown)
The NTSB's findings
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Student/instructed pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- Personnel issues › Action/decision › Action › Lack of action › Instructor/check pilot
Dual student
- Certificate: student
- Flight time: 32 hours in all; 21 in this make and model
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,115 hours in all; 18 in this make and model; 118 in the last 90 days; 60 in the last 30 days; 1,803 as pilot in command; 1,046 on instruments
- Last flight review: April 10, 2023
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,017 hours
- Last inspection: annual inspection, May 20, 2023; 80 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360 (piston); 4,017 hours total
The flight
- Flight plan: none
- Runway 25, 5,002 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 11 knots, gusting 19
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 32°F (0°C)
- Altimeter: 29.79 inHg
- Observation at 2:55 pm from 2G9
Weather report (METAR): METAR K2G9 161855Z AUTO 25011G19KT 10SM CLR 09/00 A2979
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Photographs from the investigation 3 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Main Wreckage
Photograph 2 – Debris Path of Left Flap And Left Main Landing Gear
Photograph 3 – Right Elevator DamageThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on May 29, 2024. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 8 pages | View Download |
| 2 | Written Pilot Statements | PDF, 2 pages | View Download |
| 3 | Memoranda for the Record | PDF, 2 pages | View Download |
| 4 | Weather Report | PDF, 1 page | View Download |
| 5 | Investigation Photographs | PDF, 4 pages · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.