# NTSB CEN12LA649: Beechcraft A23-24, N3629Q, Tell City, IN, September 19, 2012 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: September 19, 2012, 09:10 local (14:10 UTC) - Place: Tell City, IN - Coordinates: 38.01889, -86.692497 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.0189&lon=-86.6925&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Landing area overshoot](https://openairdocs.org/ntsb-events/380) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report January 13, 2014 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Federal Aviation Administration - Indianapolis FSD - NTSB case key (mKey): 85101 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN12LA649 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/85101/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=85101 - Page: https://openairdocs.org/ntsb/CEN12LA649 ## Probable cause The pilot’s improper touchdown point during landing and the resultant runway excursion during the aborted landing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: descent/approach/glide path](https://openairdocs.org/ntsb-findings/01062040): Aircraft › Aircraft oper/perf/capability · Incorrect use/operation (probable cause); cases with it: [Beech A23-24, 2 cases](https://openairdocs.org/ntsb-findings/01062040/cases.md?model=1151226), [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/01062040/cases.md) - [Use of equip/info](https://openairdocs.org/ntsb-findings/02063000): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Beech A23-24, 1 case](https://openairdocs.org/ntsb-findings/02063000/cases.md?model=1151226), [All aircraft, 111 cases](https://openairdocs.org/ntsb-findings/02063000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-flare/touchdown: Landing area overshoot](https://openairdocs.org/ntsb-events/380) (defining event); cases with it: [Beech A23-24, 1 case](https://openairdocs.org/ntsb-events/380/sequence.md?model=1151226), [All aircraft, 400 cases](https://openairdocs.org/ntsb-events/380/sequence.md) - [Landing-aborted after touchdown: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Beech A23-24, 5 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=1151226), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) - [Landing-aborted after touchdown: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490); cases with it: [Beech A23-24, 1 case](https://openairdocs.org/ntsb-events/490/sequence.md?model=1151226), [All aircraft, 1,309 cases](https://openairdocs.org/ntsb-events/490/sequence.md) ## Analysis The pilot reported that he made a straight-in approach to runway 31 after a short flight of about 10 minutes. He stated that there was no appreciable wind during the landing attempt with the wing flaps fully extended. He reported the airplane landed about 1/3 down the runway and that after touchdown he retracted the wing flaps and applied brake pressure in an attempt to slow the airplane. He stated that the airplane did not seem to decelerate normally during the landing roll because of the downslope of the runway. The pilot stated that although there were no anomalies with the airplane’s brake system he elected to abort the landing. He reported that as the airplane passed midfield he increased engine power for the aborted landing. He stated that although the airplane accelerated to liftoff speed while still on the runway, it did not clear a 10-foot high airport security fence located off the end of the runway. The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. A postaccident examination of the runway overrun area showed tire tracks consistent with the tire width of the accident airplane. The airplane impacted a chain-link fence located about 340 feet off the end of the runway with the nose landing gear. The postaccident examination did not reveal any anomalies with the airplane brake system that would have prevented normal operation. Landing performance calculations indicated that the airplane should have been able to stop within 1,000 feet of touchdown. Considering that the runway was 4,400 feet long, the pilot should have been able to stop the airplane on the available runway given the known weather and runway conditions. ## Factual narrative On September 19, 2012, about 0910 central daylight time, a Beechcraft model A23-24 airplane, N3629Q, was substantially damaged during an aborted landing at Perry County Municipal Airport (TEL), Tell City, Indiana. The commercial pilot and two passengers were not injured. The airplane was registered to and operated by the pilot, under the provisions of 14 Code of Federal Regulations Part 91, without a flight plan. Day visual meteorological conditions prevailed for the personal flight that originated from Breckinridge County Airport (I93), Hardinsburg, Kentucky, about 0900.The pilot reported that he made a straight-in approach to runway 31 (4,400 feet by 75 feet, asphalt) after a short flight of about 10 minutes. He stated that there was no appreciable wind during the landing attempt with the wing flaps fully extended. He reported the airplane landed about 1/3 down the runway. After touchdown he retracted the wing flaps and applied brake pressure in an attempt to slow the airplane. He reported that the airplane did not seem to decelerate normally during the landing roll because of the downslope of the runway. The pilot stated that although there were no anomalies with the airplane’s brake system he elected to abort the landing. His intention was to return and land on runway 13 in order to take advantage of the runway’s upslope. He reported that as the airplane passed midfield he increased engine power for the aborted landing and that the engine was operating normally at takeoff power. He stated that although the airplane accelerated to liftoff speed while still on the runway, it did not clear a 10-foot high airport security fence located off the end of the runway. Both wings were substantially damaged during the accident sequence. The pilot reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation. Additionally, although he did not use maximum braking during the landing attempt, the brakes had functioned normally while taxiing and during an engine run-up at the departure airport. A Federal Aviation Administration (FAA) inspector performed an on-site investigation. Examination of the runway overrun area showed tire tracks consistent with the tire width of the accident airplane. The airplane had impacted a chain-link fence located about 340 feet off the end of the runway. The airplane continued then another 30 feet before coming to rest with the chain-link fence entangled around the nose landing gear. The postaccident examination did not reveal any anomalies with the airplane brake system that would have prevented normal operation. The closest weather observing station was located at the Huntingburg Airport (HNB), about 21 miles northwest of the accident site. At 0915, the HNB automated surface observing system reported: wind 160 degrees at 4 knots, visibility 10 miles, sky clear, temperature 14 degrees Celsius, dew point 7 degrees Celsius, and an altimeter setting of 30.19 inches ofmercury. According to the Pilot's Operating Handbook (POH) for the Beechcraft model A23-24 airplane, the landing ground roll at maximum gross weight on a paved, level, and dry runway with no headwind and using maximum braking is about 750 feet. The POH does not provide landing distances for runways that have a downslope; however, Civil Aviation Authority (CAA) research indicated that ground roll increases 10-percent with a 2-percent downslope. According to available runway survey data, runway 31 at KTEL has a 1.3-percent downslope. Therefore, the landing roll distance without a headwind and using maximum braking would be expected to be less than 825 feet. CAA research also indicated that ground roll increases 20-percent with a tailwind of 10-percent of the airplane takeoff speed. The POH listed a liftoff speed of 65 knots. A tailwind of 6.5 knots would be expected to increase the landing distance by about 165 feet. Therefore, the calculated landing ground roll on a 2-percent runway downslope, with a 6.5 knot tailwind, and using maximum braking would be expected to be less than 1,000 feet. ## Aircraft - Registration: [N3629Q](https://openairdocs.org/deregistered/N3629Q-2018-01-18), registration cancelled 2018-01-18, S/N MA-224, built 1967 (OpenAirDocs) - Reported make and model: BEECHCRAFT A23-24 - Registry model: [Beech A23-24](https://openairdocs.org/model/beech-a23-24) (registry code 1151226) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: MA-224 - Airframe hours: 1615 - Engines: Lycoming IO-360-A2B 200 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal; Standard, Utility - Last inspection: Annual, June 8, 2012 - Departed: I93, Hardinsburg, KY - Destination: TEL, Tell City, IN - Airport: TEL, Perry County Municpal Airport, runway 31, 4,400 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 69; injuries: none; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review June 20, 2012; seat: left; flight hours: 2,040 total, 739 in this make and model, 1,908 as pilot in command, 4 in the last 90 days, 3 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 160° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 57 °F, dew point 45 °F - Altimeter: 30.19 inHg - Turbulence: Unknown - Observed at: HNB, 21 nm away ## 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 20120919023589A](https://openairdocs.org/incident/20120919023589A), Sep 19, 2012: Beech A23-24, Tell City, IN, Substantial damage. During the landing phase of flight, the pilot initiated a straight in approach to runway 31 located at ktel. The pilot reported that he touched down… ## Other investigations on N3629Q (1) 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. - [NTSB SEA70F0078](https://openairdocs.org/ntsb/SEA70F0078), Sep 3, 1969: Beech A23-24 (N3629Q), Belgrade, MT, substantial damage ## Docket (7 files) The files NTSB released with the investigation on November 6, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=85101. 1.2 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 252 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400651&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Memorandum of Conversation with Pilot, Robert Thayer (item 2, .PDF, 124 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400653&FileExtension=.PDF&FileName=Memorandum%20of%20Conversation%20with%20Pilot,%20Robert%20Thayer-Master.PDF - FAA Inspector Statement, Drew Holmes (item 3, .PDF, 102 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400654&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement,%20Drew%20Holmes-Master.PDF - Airport and Runway Information (KTEL) (item 4, .PDF, 382 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400655&FileExtension=.PDF&FileName=Airport%20and%20Runway%20Information%20(KTEL)-Master.PDF - Beechcraft A23-24 Pilot Operating Handbook; Takeoff and Landing Performance Charts (item 5, .PDF, 148 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400656&FileExtension=.PDF&FileName=Beechcraft%20A23-24%20Pilot%20Operating%20Handbook;%20Takeoff%20and%20Landing%20Performance%20Charts-Master.PDF - Runway Performance Considerations, excerpts from Civil Aviation Authority (CAA) publication "General Aviation Safety Sense No. 7A" (item 6, .PDF, 116 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400658&FileExtension=.PDF&FileName=Runway%20Performance%20Considerations,%20excerpts%20from%20Civil%20Aviation%20Authority%20(CAA)%20publication%20%22General%20Aviation%20Safety%20Sense%20No.%207A%22-Master.PDF - Weather Information (item 7, .PDF, 96 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400661&FileExtension=.PDF&FileName=Weather%20Information-Master.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.