# NTSB ERA11FA293: Beech F33A, N17825, Tarentum, PA, May 11, 2011 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Field investigation · Final report - Date: May 11, 2011, 09:47 local (13:47 UTC) - Place: Tarentum, PA - Coordinates: 40.603332, -79.82611 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.6033&lon=-79.8261&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Unknown or undetermined](https://openairdocs.org/ntsb-events/000) - Highest injury: Serious injuries - Injuries: 2 serious, 2 minor - Status: Completed, report March 8, 2012 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: Continental Motors Inc., Hawker Beechcraft Corporation, FAA/FSDO - NTSB case key (mKey): 79082 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA11FA293 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/79082/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=79082 - Page: https://openairdocs.org/ntsb/ERA11FA293 ## Probable cause The pilot's delay in aborting the takeoff, which resulted in a runway overrun. Contributing to the accident was the pilot's inadequate preflight planning and excessive loading of the airplane. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: delayed action](https://openairdocs.org/ntsb-findings/02041025): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Beech F33A, 2 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md?model=1151425), [All aircraft, 894 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md) - [Planning/preparation: weight/balance calculations](https://openairdocs.org/ntsb-findings/02061015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Beech F33A, 1 case](https://openairdocs.org/ntsb-findings/02061015/cases.md?model=1151425), [All aircraft, 110 cases](https://openairdocs.org/ntsb-findings/02061015/cases.md) - [Aircraft capability: takeoff distance](https://openairdocs.org/ntsb-findings/01061025): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Beech F33A, 1 case](https://openairdocs.org/ntsb-findings/01061025/cases.md?model=1151425), [All aircraft, 67 cases](https://openairdocs.org/ntsb-findings/01061025/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Unknown or undetermined](https://openairdocs.org/ntsb-events/000) (defining event); cases with it: [Beech F33A, 2 cases](https://openairdocs.org/ntsb-events/000/sequence.md?model=1151425), [All aircraft, 1,703 cases](https://openairdocs.org/ntsb-events/000/sequence.md) - [Takeoff-rejected takeoff: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Beech F33A, 5 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=1151425), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) - [Takeoff-rejected takeoff: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Beech F33A, 21 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=1151425), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis According to passengers, the airplane began its takeoff roll at the approach end of the runway, accelerated, lifted off, climbed a few feet, and settled back on the runway. The airplane "swerved" as it slowed and then overran the departure end of the runway and 100 feet of the grass overrun area. Skid marks were observed about 712 feet before the end of the runway. Postaccident examination of the wreckage revealed no preimpact mechanical anomalies. The engine was test run and it operated satisfactorily. Weight and balance calculations revealed the estimated weight of the airplane at takeoff was 3,830 pounds, which was 230 pounds above the maximum allowable gross weight. The accelerate/stop distance calculated for the airplane’s takeoff weight was 2,483 feet. Based on the length of the runway and the calculated accelerate/stop distance, the pilot should have been able to abort the takeoff in time to avoid an overrun. ## Factual narrative HISTORY OF FLIGHT On May 11, 2011, at 0947 eastern daylight time, a Hawker Beechcraft Corporation F33A, N17825, was substantially damaged during a runway overrun following an aborted takeoff at Rock Airport (9G1), Tarentum, Pennsylvania. Visual meteorological conditions prevailed and no flight plan was filed for the local orientation flight. The certificated private pilot and one passenger were seriously injured, while the two other passengers received minor injuries. The flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Prior to the accident flight, the airplane departed Butler County Airport/K W Scholter Field (BTP), Butler, Pennsylvania, about 0900, after it was serviced with 2.5 gallons of fuel, which filled the tanks. The pilot flew 12 nautical miles to 9G1, where the airplane landed uneventfully about 0925, taxied to parking, and shutdown. The accident airplane was one of several involved in a Young Eagles event that day to introduce students to general aviation. According to witnesses, the airplane began its takeoff roll at the approach end of runway 17, which was 3,550 feet long. They described the airplane as it accelerated down the runway, lifted off, climbed a few feet, and settled back on the runway. The airplane "swerved" as it slowed, and then overran the departure end of the runway and 100 feet of the grass overrun area. Skid marks began approximately 712 feet prior to the end of the runway. Witnesses said the airplane "almost" stopped on the overrun, but crested a steep, 30-degree embankment, and rolled about 100 feet to the bottom where it struck a culvert and came to rest. The pilot declined to be interviewed, and did not provide a written statement. WRECKAGE AND IMPACT INFORMATION The airplane was examined at the site and all major components were accounted for at the scene. Control cable continuity was established from the flight control surfaces to the cockpit area. The right wing leading edge exhibited damage across the inboard half of the wing and remained attached at all attachment points. The right aileron and flap remained intact and attached to the wing. The left wing leading edge exhibited crush damage on the entire front section of the wing. The left aileron remained attached at both hinges and the push rod and the left flap remained attached. The flaps were in the retracted position confirmed by the measurement of the flap actuator. The main landing gear were locked in the down position and the inboard landing gear doors were closed. The landing gear control handle was in the down position and the landing gear actuator was in the down position. The horizontal stabilizer, elevator, vertical stabilizer, and rudder remained attached to the fuselage with no damage noted. The elevator trim setting was approximately neutral. All seats were equipped with lap belts and shoulder harnesses. All shoulder harnesses were intact. All lap belts remained attached to their respective attachmentpoints. The left front seat lap belt exhibited no obvious damage and was found in the most extended position. The right front seat lap belt operated normally and was in the most extended position. The left rear seat lap belt exhibited no obvious damage. The right rear seat shoulder harness remained attached to the lap buckle. The right rear seat lap belt exhibited no obvious damage. First responders stated that only the passenger in the right rear seat wore a shoulder harness. All shoulder harnesses and inertial reels operated normally when tested. All seats were found in the most upright position. The engine was retained and examined at a later date. PERSONNEL INFORMATION According to the Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent third class medical certificate was issued in October 2009. The pilot reported 2,300 total hours of flight experience, of which 1,700 hours were in the same make and model as the accident airplane. The pilot accrued 12 hours of flight time in the 30 days prior to the accident. AIRCRAFT INFORMATION According to FAA records, the airplane was manufactured in 1977, and registered to the pilot in 1998. It was a four-seat, low-wing, retractable gear airplane that was equipped with a Teledyne-Continental Motors IO-550-B42, 300-horsepower engine. The most recent annual inspection was completed on April 12, 2011, at 4,851.7 total airplane hours. The airplane was modified with a JL Osborne Tip Tank supplemental type certificate (STC), which increased the total fuel capacity of the airplane to 120 gallons. METEOROLOGICAL INFORMATION The 0935 recorded weather observation at BTP, located approximately 12 miles northwest of the accident location, included winds from 090 degrees at 8 knots, clear skies, 10 miles of visibility, temperature 18 degrees C, dew point 6 degrees C, and an altimeter setting of 30.03 inches of mercury. The calculated density altitude for the airport at the time of the accident was 1,661 feet. AIRPORT INFORMATION Rock Airport was located about 12 miles northeast of Pittsburgh, Pennsylvania, at 1,063 feet elevation. The airport was not tower-controlled. The asphalt runway was, 3,550-feet-long, 100-feet-wide, and oriented 17/35. TESTS AND RESEARCH The handheld video camera, handheld global positioning system (GPS), and engine data monitoring system were forwarded to the NTSB Recorders Laboratory in Washington, DC. Examination did not reveal any data relevant to the accident. Engine Examination The engine was examined at the manufacturing facility in Mobile, Alabama, on June 13, 2011. The crankshaft was rotated by hand, valve train continuity was confirmed, and thumb compression was established on all cylinders. The oil filter and fuel filter were void of any debris. The top spark plugs were removed, all exhibited normal wear, and were light gray in color. The engine was preparedfor an engine run and several impact-damaged engine components were repaired or replaced to facilitate engine operation. The engine started on the first attempt and ran without misfiring. The engine throttle was rapidly advanced from idle to full throttle several times and the engine performed without hesitation or interruption in power. The engine was run for approximately 20 minutes and then shut down. Weight and Balance Weight and balance calculations were performed using weight and balance information provided by the pilot, the actual weights of the occupants, the baggage recovered at the scene, and 110 gallons of fuel. The manufacturer's center of gravity range at maximum gross weight was 82.1 to 86.7 inches aft of datum. The manufacturer's maximum allowable takeoff weight was 3,400 pounds; however the airplane was modified with a JL Osborne Tip Tank STC, which increased the maximum takeoff weight to 3,600 pounds. Calculations revealed the airplane weighed 3,830.5 pounds at takeoff, with a center of gravity at 87.63 inches aft of datum. No published center of gravity limit data existed for weights above maximum takeoff weight. Performance Calculations The airframe manufacturer used the weather conditions present at the airport at the time of the accident, and the weight and balance data calculated to formulate an accelerate/stop distance for the accident airplane. At 3,400 pounds, the total distance for the airplane to accelerate to the recommended rotation speed and abort the takeoff to a stop was 2,171 feet. The extrapolated accelerate/stop distance at 3,830.5 pounds was 2,483 feet. ## Aircraft - Registration: [N17825](https://openairdocs.org/deregistered/N17825-2015-06-25), registration cancelled 2015-06-25, S/N CE-711, built 1977 (OpenAirDocs) - Reported make and model: BEECH F33A - Registry model: [Beech F33A](https://openairdocs.org/model/beech-f33a) (registry code 1151425) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: CE-711 - Airframe hours: 4852 - Engines: CONT MOTOR IO 550 SERIES 285 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Jon Air LLC - Registered owner: Jon Air LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 12, 2011 - Departed: 9G1, Tarentum, PA - Destination: 9G1, Tarentum, PA - Airport: 9G1, Rock Airport, runway 17, 3,550 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; injuries: serious; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review March 13, 2011; seat: left; flight hours: 2,204 total, 1,700 in this make and model, 2,200 as pilot in command, 27 in the last 90 days, 12 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 110° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 70 °F, dew point 45 °F - Altimeter: 30.03 inHg - Observed at: BTP, 11 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 20110511019109A](https://openairdocs.org/incident/20110511019109A), May 11, 2011: Beech F33A, Tarentum, PA, Substantial damage. On may 11, 2011, at approximately 0930 eastern daylight savings time (EDT) aircraft N17825, a Beech bonanza F33A, operating under 14 CFR 91, conducting an… ## Docket (18 files) The files NTSB released with the investigation on January 5, 2012, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=79082. 11.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 888 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40349133&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Passenger Interview Summaries (item 2, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40350300&FileExtension=.PDF&FileName=Passenger%20Interview%20Summaries-Redacted.PDF - Witness Statements (item 3, .PDF, 281 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40350301&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Witness Interview Summaries (item 4, .PDF, 97 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348759&FileExtension=.PDF&FileName=Witness%20Interview%20Summaries-Master.PDF - Airport Fueling Record (item 5, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348998&FileExtension=.PDF&FileName=Airport%20Fueling%20Record-Redacted.PDF - Airplane Official Weight and Balance (item 6, .PDF, 384 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40350302&FileExtension=.PDF&FileName=Airplane%20Official%20Weight%20and%20Balance-Redacted.PDF - Airplane Performance Calculation: Accelerate/ Stop Distance (item 7, .PDF, 89 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40352201&FileExtension=.PDF&FileName=Airplane%20Performance%20Calculation%3A%20Accelerate%2F%20Stop%20Distance-Redacted.PDF - BTP Weather Observations (item 8, .PDF, 59 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348760&FileExtension=.PDF&FileName=BTP%20Weather%20Observations-Master.PDF - Engine Operational Test Report (item 9, .PDF, 510 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40349941&FileExtension=.PDF&FileName=Engine%20Operational%20Test%20Report-Master.PDF - Memorandum of Record: J.L. Osborne Tip Tank Flight Manual Supplement (item 10, .PDF, 88 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40360955&FileExtension=.PDF&FileName=Memorandum%20of%20Record%3A%20J.L.%20Osborne%20Tip%20Tank%20Flight%20Manual%20Supplement-Master.PDF - Letter from Experimental Aircraft Association about Accident Flight (item 11, .PDF, 82 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40358874&FileExtension=.PDF&FileName=Letter%20from%20Experimental%20Aircraft%20Association%20about%20Accident%20Flight-Redacted.PDF - Photo #1. Airplane as it came to rest (item 12, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348761&FileExtension=.PDF&FileName=Photo%20%231.%20Airplane%20as%20it%20came%20to%20rest-Master.PDF - Photo #2. Forward view of airplane as it came to rest (item 13, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348763&FileExtension=.PDF&FileName=Photo%20%232.%20Forward%20view%20of%20airplane%20as%20it%20came%20to%20rest-Master.PDF - Photos of Skid Marks on the Runway (Courtesy of FAA) (item 14, .PDF, 3 photos, 794 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40354037&FileExtension=.PDF&FileName=Photos%20of%20Skid%20Marks%20on%20the%20Runway%20(Courtesy%20of%20FAA)-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 15, .PDF, 117 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348758&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 16, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348596&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Recording Devices - Specialist's Factual Report of Investigation (item 17, .PDF, 288 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40354130&FileExtension=.PDF&FileName=Recording%20Devices%20-%20Specialist%27s%20Factual%20Report%20of%20Investigation%20-Master.PDF - Recording Devices Tabular Data - Attachment 1 (item 18, .CSV, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40354131&FileExtension=.csv&FileName=Recording%20Devices%20Tabular%20Data%20-%20Attachment%201-Master.csv 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.