Israel Aircraft Industries Astra SPX accident near Atlanta, Georgia, September 14, 2007
On September 14, 2007 at about 9:19 pm local time, a Israel Aircraft Industries Astra SPX, registered N100G, was substantially damaged in an accident near Atlanta, Georgia (Dekalb-Peachtree Airport). It was an executive or corporate flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was instrument conditions (cloud, fog or low visibility).
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The NTSB's probable cause their words, unchanged
The pilot's failure to initiate a missed approach and his failure to obtain the proper touchdown point while landing in the rain. Contributing to the accident were the operator's lack of standard operating procedures and the inadequate maintenance of the windshield.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 14, 2007 · about 9:19 pm local time
- Place
- Atlanta, Georgia · Dekalb-Peachtree Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Israel Aircraft Industries Astra SPX · all Astra SPXs on the register
- Registration
- N100G · no longer on the register · serial 092
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot-in-command (PIC) of the of the airplane was the flight department's chief pilot, who was in the right seat and monitoring the approach as the non-flying pilot. The second-in-command (SIC) was a captain for the flight department, who was in the left seat and the flying pilot. On arrival at their destination, they were vectored for an instrument-landing-system (ILS) approach to a 6,001-foot-long runway. Visibility was 1-1/4 miles in rain. The autopilot was on and a coupled approach was planned. After the autopilot captured the ILS, the airplane descended on the glideslope. The PIC announced that the approach lights were in sight and the SIC stated that he also saw the lights and disengaged the autopilot. The SIC turned on the windshield wipers and then lost visual contact with the runway. He announced that he lost visual contact, but the PIC stated that he still saw the runway. The SIC considered a missed approach, but continued because the PIC still had visual contact. The PIC stated, "I have the lights" and began to direct the SIC. He then "took over the controls." The airplane touched down, the speed brakes extended and, approximately 1,000 feet later, the airplane overran the runway. The PIC stated that he was confused as to who was the PIC, and that he and the SIC were "co-captains." When asked about standard operating procedures (SOPs), the PIC advised that they did not have any. They had started out with one pilot and one airplane, and they now had five pilots and two airplanes. The PIC later stated that they probably should have gone around when the flying pilot could not see out the window. The PIC added that the windshields had no coating and did not shed water. One year prior, while flying in rain, his vision through the windshield was blurred but he did not report it to their maintenance provider. Manufacturer's data revealed that the windshield was coated to enhance vision during rain conditions. The manufacturer advised that the coating might not last the life of the windshield and provided guidance to determine both acceptable and unacceptable rain repellent performance.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 10,800 hours in all; 2,200 in this make and model; 100 in the last 90 days; 35 in the last 30 days; 10,000 as pilot in command
- Last flight review: September 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 16,042 hours in all; 1,500 in this make and model; 56 in the last 90 days; 20 in the last 30 days; 10,425 as pilot in command; 1,671 on instruments
- Last flight review: September 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,194.5 hours
- Last inspection: approved inspection programme, May 1, 2007
- Maximum gross weight: 24,650 lb
- Seats: 9
- Landing gear: retractable
- Engine 1: Allied Signal TFE-731-40R (turbofan); 0 hours total
- Engine 2: Allied Signal TFE-731-40R (turbofan); 0 hours total
- Operator: Hawk Flight Inc.
The flight
- Departed from: MQS Coatesville PA at 7:20 pm
- Destination: PDK Atlanta GA
- Flight plan: IFR
- Runway 20L, 6,001 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 0 statute miles
- Sky: broken clouds at 1,800 ft
- Temperature: 73°F (23°C), dew point 72°F (22°C)
- Altimeter: 29.95 inHg
- Observation at 9:20 pm from PDK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 | ||
| Passengers | 2 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number NYC07LA229.