Beech BE-58 accident near Annapolis, Maryland, October 6, 2006
On October 6, 2006 at about 7:45 pm local time, a Beech BE-58, registered N600U, was substantially damaged in an accident near Annapolis, Maryland (Lee airport). It was a personal 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 pilot's improper in-flight decision to attempt to land on the wet runway, which resulted in an overrun. Factors in the accident were rain, and the gusty wind conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 6, 2006 · about 7:45 pm local time
- Place
- Annapolis, Maryland · Lee · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE-58
- Registration
- N600U · no longer on the register · serial TH-1524
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the Beech BE-58 was attempting to land on runway 12, a 2,500-foot-long, 48-foot-wide, asphalt runway. The pilot reported that the airplane touched down with about 2,000 feet of runway remaining; however, he was not able to stop the airplane before it departed the end of the runway, and struck a pole. A witness reported that heavy rain was falling at the time of the accident, and he could see the airplane hydroplaning along the runway surface. Winds reported about 5 miles northeast of the accident site, about the time of the accident, were from 40 degrees at 11 knots, with 29 knot gusts. Review of an airport facility directory for the airport revealed that runway 12 was noted as "extremely slippery when wet."
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,754 hours in all; 53 in this make and model; 70 in the last 90 days; 38 in the last 30 days; 1,636 as pilot in command
- Last flight review: December 1, 2005
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,113 hours
- Last inspection: annual inspection
- Maximum gross weight: 5,500 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Teledyne Continental IO-550 (piston); 0 hours total
- Engine 2: Teledyne Continental IO-550 (piston); 0 hours total
- Operator: Epps Air Service INC
The flight
- Departed from: PDK Atlanta GA at 4:30 pm
- Destination: ANP Annapolis MD
- Flight plan: IFR
- Runway 12, 2,500 ft by 48 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 11 knots, gusting 18
- Visibility: 8 statute miles
- Sky: broken clouds at 1,900 ft
- Temperature: 54°F (12°C), dew point 54°F (12°C)
- Altimeter: 30.27 inHg
- Observation at 7:54 pm from NAK, 5 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.