# NTSB ERA24LA012: Beech 300, N93GA, Atlanta, GA, October 18, 2023 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: October 18, 2023, 15:11 local (19:11 UTC) - Place: Atlanta, GA · EMAS end of Runway 21L - Coordinates: 33.867639, -84.30442 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=33.8676&lon=-84.3044&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO, Textron Aviation, Inc. - NTSB case key (mKey): 193271 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA24LA012 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193271/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=193271 - Page: https://openairdocs.org/ntsb/ERA24LA012 ## Probable cause The pilot’s failure to maintain a proper approach speed, which resulted in a runway overrun. Contributing to the runway overrun were the pilot’s application of full reverse at an airspeed higher than that allowed by the system, which added power and forward thrust, and the application of braking that flat-spotted the main landing gear tires. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Incorrect use/operation (probable cause); cases with it: [Beech 300, 1 case](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=1152930), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Beech 300, 1 case](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=1152930), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Engine (turbine/turboprop)](https://openairdocs.org/ntsb-findings/01057200): Aircraft › Aircraft power plant · Incorrect use/operation (probable cause); cases with it: [Beech 300, 1 case](https://openairdocs.org/ntsb-findings/01057200/cases.md?model=1152930), [All aircraft, 67 cases](https://openairdocs.org/ntsb-findings/01057200/cases.md) - [Landing gear system: tire casing](https://openairdocs.org/ntsb-findings/01023244): Aircraft › Aircraft systems · Damaged/degraded (probable cause); cases with it: [Beech 300, 1 case](https://openairdocs.org/ntsb-findings/01023244/cases.md?model=1152930), [All aircraft, 36 cases](https://openairdocs.org/ntsb-findings/01023244/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing: Landing area overshoot](https://openairdocs.org/ntsb-events/380); cases with it: [Beech 300, 1 case](https://openairdocs.org/ntsb-events/380/sequence.md?model=1152930), [All aircraft, 400 cases](https://openairdocs.org/ntsb-events/380/sequence.md) - [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300) (defining event); cases with it: [Beech 300, 1 case](https://openairdocs.org/ntsb-events/300/sequence.md?model=1152930), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) ## Analysis The pilot performed a visual approach to the runway in calm wind conditions with the flaps extended halfway (approach flaps). Flight track information indicated that the airplane was fast crossing the runway displaced threshold, and touched down with about 4,000 ft of runway remaining at a speed about 135 knots (kts), which was 19 kts above the highest published approach speed for the airplane’s gross weight at the time of landing. The pilot reported that, after touchdown, he moved the power levers into the ground fine position to help slow the airplane, but he did not feel the “normal deceleration.” He applied the brakes and then “stood on the brakes,” adding that he did not feel the tires sliding, then applied maximum reverse thrust in an attempt to bring the airplane to a stop on the runway. The airplane rolled past the departure end of the runway, onto a displaced threshold, and then into the engineered material arresting system past the departure end of the runway. During the runway excursion, the nose landing gear wheel assembly separated and the right engine was displaced from its normal position. Postaccident examination revealed that one tire on each main landing gear exhibited flat-spotting through the tread, consistent with a sliding tire. Although the pilot commanded the propeller blade angle to move less than the flight idle low pitch stop setting during the landing roll, the propeller blades could not move to this position until the airplane slowed to about 100 kts or less, which did not occur until the airplane was more than 3,400 ft down the 5,000-ft-long runway. At speeds above 100 kts, the propeller was governed by the constant speed unit, which will not allow the pilot to command ground fine or reverse thrust settings. Thus, there were no systems failures or malfunctions that prevented movement of the propeller blades to ground fine or reverse. The application of full reverse thrust when the airplane was likely greater than 100 kts indicated airspeed likely further increased the required stopping distance by adding engine power and thrust in the forward direction. The added forward thrust, combined with the flat-spotting of several tires during the landing roll, likely cumulatively increased the required landing roll distance, resulting in insufficient runway remaining to avoid a runway overrun. ## Factual narrative The airplane was equipped with avionics that could record and retain flight and engine data; however, a secure digital (SD) card was not in the appropriate slot of any of the avionics. Therefore, flight and engine data were not available for the accident flight. The airplane was also equipped with five-blade, constant speed, full feathering and reversing propellers. The Flight Manual Supplement associated with the propeller installation specified that there was no change to the constant speed propeller governor or constant speed unit (CSU), and the performance was equal to or better than the baseline airplane. According to the propeller manufacturer, with the propeller levers full forward, the propeller would still be controlled by the governor to about 100 kts indicated airspeed (KIAS). According to the airplane Pilot’s Operating Handbook and Federal Aviation Administration Approved Airplane Flight Manual (POH/AFM), as part of the normal landing checklist, the propeller levers were to be placed full forward. After touchdown, the power levers were to be lifted and moved aft into the ground fine position, which would provide optimum deceleration by taking advantage of the maximum available propeller drag. The systems description of the POH/AFM indicated that at touchdown, with activation of the low pitch stop solenoid by the right squat switch, propeller blade angle can only move from the flight idle low pitch stop setting to the ground idle low pitch stop setting when the propeller is no longer controlled by the governor or CSU and when there is movement of the power lever from Flight Idle to Ground Fine. The pilot indicated that the airplane’s landing weight was 10,836 lbs. The POH/AFM published Vref speeds at 11,000 pounds for a 3° approach with flaps down and up were 93 kts and 116 kts, respectively. There was no landing distance chart for the approach flaps setting. A review of over 90 days of an electronic flight log, which included the accident flight, revealed no comments regarding propeller blade angle below flight idle. Excluding the accident flight, the accident pilot was listed as flight crew on 28 of the 29 flights. He later stated that he had not experienced any landing sequence anomaly associated with the ground fine propeller setting during any of the previous landings. Runway 21L was about 6,000 ft long and equipped with a displaced threshold, making about 5,000 ft of landing distance available. EMAS was installed past the departure end of the runway. On October 18, 2023, about 1511 eastern daylight time, a Beech 300, N93GA, was substantially damaged when it was involved in an accident near Atlanta, Georgia. The airline transport pilot and one passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 business flight. The pilot reported that, during the approach for landing, the airplane’s speed was 162 knots (kts) at 500 ft above ground level, which was above the speed for full flapextension. The pilot then chose to perform a normal half-flaps landing. He later reported that he was following a jet on final approach and was flying a slightly high approach path with partial flaps, anticipating a potential go-around. He stated that the airplane touched down “slightly long,” but he felt he had plenty of runway on which to stop. Review of flight track information revealed that the airplane crossed the runway displaced threshold at a calibrated airspeed of 150 knots (kts), which was 30 kts faster than the conservative no-flaps landing approach speed reported by the pilot (120 kts) and 34 kts faster than the published no-flap approach speed for the airplane’s weight. The airplane touched down about 1,000 ft past the displaced threshold at 135 kts calibrated airspeed. The pilot reported that, after touchdown, he moved each power lever to the ground fine position, but he did not hear the normal propeller pitch sound change nor detect deceleration. He applied the brakes, then “stood on the toe brakes” and applied maximum reverse. He later stated that it was not normal to select reverse when landing in the accident airplane. Review of flight track and aircraft performance data indicated that the airplane did not slow to 100 kts calibrated airspeed until slightly more than 3,400 ft down the runway, with only about 1,600 ft of runway remaining. The pilot was unable to stop the airplane before rolling past the departure end of the runway onto the displaced threshold and then into an engineered material arresting system (EMAS) at a groundspeed about 40 kts. The airplane came to rest in the EMAS in a nose-low attitude. Aviation surface observation reports taken about 18 minutes before the accident and 42 minutes after the accident reported in part, calm wind, and a variable wind at 5 knots, respectively. A one-minute wind report taken at the time of the accident reported wind from 330° magnetic at 1 knot. Postaccident examination of the airplane, which was not equipped with a brake antiskid system, revealed that all main landing gear tires were deflated, and the outer tire on each main landing gear exhibited flat-spotting through the tread. The nose landing gear wheel and tire assembly with fork and axle assembly and attached lower knee was separated from the nose landing gear and found in proximity to the main wreckage. The right engine assembly was displaced down with structural damage behind/at the firewall noted. ## Aircraft - Registration: [N93GA](https://openairdocs.org/deregistered/N93GA-2026-02-19), registration cancelled 2026-02-19, S/N FA-93, built 1986 (OpenAirDocs) - Reported make and model: BEECH 300 (UNDESIGNATED SERIES) - Registry model: [Beech 300](https://openairdocs.org/model/beech-300) (registry code 1152930) (OpenAirDocs) - Registry engine: [Pratt & Whitney PT6A series](https://openairdocs.org/engine/pratt-whitney-pt6a-series) (registry code 52032, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: FA-93 - Year built: 1986 - Airframe hours: 10459 - Engines: Pratt & Whitney Canada PT6A-60 1050 lbs thrust turbo prop; Pratt & Whitney Canada PT6A-60 1050 lbs thrust turbo prop - Damage: Substantial damage - Flight: Business, Part 91 - Operator: Csw Aviation LLC - Registered owner: Csw Aviation LLC - Airworthiness certificate: Standard, Normal - Last inspection: Continuous airworthiness, December 23, 2022, 139 hours before - Departed: SAV, Savannah, GA - Destination: Same as departure - Flight plan: IFR - Airport: PDK, DeKalb-Peachtree Airport, runway 21L, 5,001 × 100 ft, concrete - Equipment: Electronic primary flight display, Electronic multifunction display, Auto-pilot, ADS-B, Stall warning system, Onboard weather ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; injuries: none; flight instructor, commercial, airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review September 23, 2022; seat: left; restraint: 4-point; flight hours: 6,319 total, 2,610 in this make and model, 4,932 as pilot in command, 62 in the last 90 days, 19 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 66 °F, dew point 46 °F - Altimeter: 30.13 inHg - Observed at: KPDK, 1 nm away - METAR: KPDK 181853Z 00000KT 10SM CLR 19/08 A3013 RMK AO2 SLP202 T01940078 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20231018020679A](https://openairdocs.org/incident/20231018020679A), Oct 18, 2023: Beech 300, Atlanta, GA, Substantial damage. On 10/18/2023, just before 15:30, a Beech king air 300 sustained substantial damage after it overshot its landing at Dekalb-Peachtree Airport (kpdk), Atlanta,… ## Docket (21 files) The files NTSB released with the investigation on December 5, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=193271. 25.6 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 4.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16347852&FileExtension=pdf&FileName=6120_Recd%2011%207%202023_Redacted-Rel.pdf - Pilot initial statement (item 2, PDF, 1 page, 933 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16350780&FileExtension=pdf&FileName=Pilots%20written%20statement_Redacted-Rel.pdf - Pilot additional statement and information (item 3, PDF, 3 pages, 193 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16540132&FileExtension=pdf&FileName=Pilot%20Additional%20Statement-Recd%202023-11-13_230606_Redacted-Rel.pdf - Additional questions to pilot and attorney with responses (item 4, PDF, 3 pages, 77 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17602909&FileExtension=pdf&FileName=Additional%20Questions%20to%20Pilot%20and%20Answers%20v01-Rel.pdf - Passenger statement (item 5, PDF, 1 page, 2.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16347968&FileExtension=pdf&FileName=Passenger%20written%20statement_Redacted-Rel.pdf - Excerpts from pilot's operating handbook and federal aviation administration approved airplane flight manual (item 6, PDF, 7 pages, 929 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17692219&FileExtension=pdf&FileName=Excerpts%20Fm%20POH_AFM_7%20Pgs_Redacted-Rel.pdf - Excerpts from maintenance manual (item 7, PDF, 3 pages, 820 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17692064&FileExtension=pdf&FileName=Excerpts%20from%20MM_3%20Pgs-Rel.pdf - Electronic flight log (item 8, PDF, 1 page, 138 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17602969&FileExtension=pdf&FileName=N93GA%2090%20Day%20Flight%20Logs_Redacted-Rel.pdf - FAA 337 form for propeller installation (item 9, PDF, 2 pages, 541 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17602477&FileExtension=pdf&FileName=FAA%20337%20Form%20for%20Propeller%20Installation_Redacted-Rel.pdf - Flight manual supplement due to propeller installation (item 10, PDF, 9 pages, 475 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17602437&FileExtension=pdf&FileName=E-2471%20R5%20-%20AFMS%20-%20Super%20King%20Air%20(%20)300(%20)_Redacted-Rel.pdf - Memorandum for record - primary flight display and multi-function display secure digital (SD) card placement and storage. (item 11, PDF, 2 pages, 1 photo, 326 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17649114&FileExtension=pdf&FileName=FINAL%20Memo%20For%20Record%20-PFD%20and%20MFD%20SD%20Card%20Placement%20and%20Storage%20Capability%201%203%202024%20v02-Rel.pdf - NTSB memorandum for record - airspeed for propeller governing (item 12, PDF, 2 pages, 71 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17691909&FileExtension=pdf&FileName=FINAL%20Memo%20For%20Record%20-%20Airspeed%20For%20Propeller%20Governing%20v01-Rel.pdf - Memorandum for record - observed wind information (item 13, PDF, 2 pages, 85 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17692477&FileExtension=pdf&FileName=FINAL%20Memo%20For%20Record%20-%20Weather%20v01_PSS-Rel.pdf - Federal aviation administration chronological summary of flight communications (item 14, PDF, 6 pages, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17602652&FileExtension=pdf&FileName=FAA%20Chrono%20Summary%20of%20Flight%20Communications-Rel.pdf - NTSB prepared partial transcription of communications - local control 1. (item 15, PDF, 1 page, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17675578&FileExtension=pdf&FileName=FINAL%20NTSB%20Prepared%20Partial%20Transcription%20of%20Communications%20v02-Rel.pdf - Investigative photographs (item 16, PDF, 10 pages, 9 photos, 3.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17692698&FileExtension=pdf&FileName=FINAL%20Investigative%20Photographs%20v01-Rel.pdf - Aircraft performance study (item 17, PDF, 11 pages, 1 photo, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17620338&FileExtension=pdf&FileName=ERA24LA012_PerformanceStudy-FINAL-Rel.pdf - Opsvue data N93GA (item 18, CSV, 100 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17567441&FileExtension=csv&FileName=N93GA%20OV-Rel.csv - ADS-B data N93GA (item 19, CSV, 5.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17567677&FileExtension=csv&FileName=20231018_ACE3E7_530703857_ADSB-Rel.csv - Statement of party representatives to NTSB investigation (item 20, PDF, 9 pages, 190 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17572167&FileExtension=pdf&FileName=TA%20Party%20Form%20-%20Scanned_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 21, PDF, 1 page, 312 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17571979&FileExtension=pdf&FileName=Fully%20Exctd%20Wreckage%20Release%20Form_Redacted-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.