# Incident 20250220002829I: Fairchild SA227-AC, Denver, CO, February 20, 2025

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: February 20, 2025, 08:32 local time
- Place: Denver, CO
- Airport: Denver International Airport
- Damage: Minor damage
- Phase of flight: Takeoff: Departure Roll
- Operating rules: Air taxi and commuter (Part 135)
- Operator: KY7A
- Location: 39.8617° N, 104.6732° W: Placed by OpenAirDocs at DENVER INTL (DEN), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=39.8617&lon=-104.6732&mi=10
- Aircraft: N538KL, registered now (https://openairdocs.org/aircraft/N538KL) (OpenAirDocs)
- Registry model: Fairchild SA227-AC (registry code 3377509, https://openairdocs.org/model/fairchild-sa227-ac) (OpenAirDocs)
- Reported make and model: FAIRCHILD SA227-AC
- Reported engine: HONEYWELL TPE331-11U-611
- People aboard: 1
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Commercial pilot
- Pilot flight hours: 277 in this make and model
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20250220002829I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

PIC NOTICED THE AIRCRAFT PULLING TO THE RIGHT DURING TAXI TO THE DEPARTURE RUNWAY BUT DECIDED TO PROCEED WITH THE TAKEOFF. A STATIC RUNUP WAS PERFORMED ON THE RUNWAY. THE BRAKES WERE UNABLE TO HOLD THE AIRCRAFT IN POSITION. THE BRAKES WERE RELEASED AND THE AIRCRAFT AGAIN BEGAN TO DRIFT TO THE RIGHT. THE PIC ASSUMED THE RUDDER WOULD HAVE ENOUGH AUTHORITY TO COUNTER THIS DRIFT AS AIRSPEED INCREASED. WHEN IT BECAME APPARENT THAT IT WOULD NOT, THE TAKEOFF WAS REJECTED AND FULL BRAKES APPLIED. THE AIRCRAFT CONTINUED TRACKING TO THE RIGHT, THE RIGHT PROPELLER IMPACTED A TAXIWAY LIGHT, AND THE AIRCRAFT WAS BROUGHT TO A STOP ON A TAXIWAY.

THE INSPECTOR CONDUCTING THE AIRWORTHINESS ASPECT OF THE INVESTIGATION OBTAINED MAINTENANCE DOCUMENTS FROM THE OPERATOR. AFTER THE INCIDENT, THE LEFT BRAKES WERE REPLACED. IT WAS EXPLAINED TO THAT INSPECTOR THAT THE RIGHT DRIFT WAS DUE TO THE RIGHT BRAKES OPERATING PROPERLY AND HAVING MORE AUTHORITY OVER THE LEFT BRAKES THAT WERE NOT FUNTIONING PROPERLY. THE MAINTENANCE LOG ALSO DOCUMENTED WHAT WAS DONE REGARDING THE PROPELLER STRIKING THE TAXIWAY LIGHT.

THE INSPECTOR CONDUCTING THE OPERATIONS ASPECT OF THE INVESTIGATION INTERVIEWED THE PILOT ON TWO SEPARATE OCCAISIONS. THE PILOT STATED THAT THEY DECIDED TO INITIATE THE TAKEOFF KNOWING THE AIRCRAFT HAD A TENDENCY TO DRIFT TO THE RIGHT. THIS WAS A RESULT OF PERSONAL OPERATIONAL PRESSURE THEY PLACED ON THEMSELVES WANTING TO COMPLETE THE FLIGHT AS PLANNED. THEY ALSO STATED THAT THEY REALIZED THEY WOULD HAVE TO JUSTIFY A DECISION TO NOT TAKE OFF WITH COMPANY MANAGEMENT, BUT THEY DID NOT FEAR ANY RECRIMINATION FROM MANAGEMENT HAD THEY DONE SO.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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