# NTSB NYC02LA054: Beech F33A, N3276R, Lynchburg, VA, January 26, 2002 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: January 26, 2002, 09:40 local (14:40 UTC) - Place: Lynchburg, VA - Coordinates: 37.377777, -79.122222 - Nearby events: https://openairdocs.org/map.md?lat=37.3778&lon=-79.1222&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report April 18, 2003 - Report: Approved by Office Director - Parties: FAA - NTSB case key (mKey): 54092 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC02LA054 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54092/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54092 - Page: https://openairdocs.org/ntsb/NYC02LA054 ## Probable cause The pilot's failure to maintain directional control and delay in aborting the takeoff. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - on ground/water, takeoff - roll/run - directional control - not maintained, pilot in command (cause) - aborted takeoff - delayed, pilot in command (cause) ## Analysis The airplane was taxied to the runway, and the pilot did not observe any abnormalities with the braking or steering system. The taxi route included two separate 90-degree turns and a 180-degree turn. As power was applied for takeoff, the pilot anticipated the tendency for the airplane to turn left by compensating with right rudder; however, "it did not produce the usual corrective action." The pilot then attempted to apply braking action to stop the turn, but the airplane departed the left side of the runway, about 75 feet from the point where the takeoff roll began, while the engine was still developing full power. The pilot aborted the takeoff, and the airplane proceeded into low-lying brush, before coming to rest upright. Examination of the airplane revealed the rudder pedals and brakes operated normally. According to the Federal Aviation Administration Airplane Flying Handbook, "In the event a takeoff is rejected, the power should be reduced to idle and maximum braking applied while maintaining directional control." ## Factual narrative On January 26, 2002, about 0940 eastern standard time, a Beech F33A, N3276R, was substantially damaged while taking off from the Falwell Airport, Lynchburg, Virginia. The certificated commercial pilot and passenger were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91. According to the pilot, he taxied the airplane from his hangar to runway 10, a 2,000-foot long, 50-foot wide, asphalt runway. The taxi route to the runway required two separate 90-degree turns, and a 180-degree turn onto the runway. The pilot did not observe any abnormalities with the steering system during the taxi. Prior to departure, the pre-takeoff check included assuring that the brakes were released, and the flight controls were operating normally. As power was applied, the pilot "anticipated the tendency for the airplane to turn left." As the airplane gained speed, it began to turn left. The pilot attempted to compensate for the turn with right rudder; however, "it did not produce the usual corrective action." The pilot then attempted to apply braking action to stop the turn, but the airplane departed the left side of the runway, while the engine was still developing full power. The pilot aborted the takeoff, and the airplane proceeded into low-lying brush, before coming to rest upright. A Federal Aviation Administration (FAA) inspector examined the wreckage after the accident. The inspector verified flight control continuity and observed no abnormalities with the rudder pedals or brakes. The inspector also observed that the airplane departed the side of the runway about 75 feet from the point where the takeoff roll began. According to the FAA Airplane Flying Handbook, "In the event a takeoff is rejected, the power should be reduced to idle and maximum braking applied while maintaining directional control." The recorded weather at a nearby airport, about the time of the accident, included winds from 160 degrees at 5 knots. ## Aircraft - Registration: [N3276R](https://openairdocs.org/deregistered/N3276R-2023-07-01), registration cancelled 2023-07-01, S/N CE-832 (OpenAirDocs) - Reported make and model: Beech F33A - Registry model: [Beech F33A](https://openairdocs.org/model/beech-f33a) (registry code 1151425) (OpenAirDocs) - Category: Airplane - Serial number: CE-832 - Airframe hours: 2163 - Engines: Continental IO-520 285 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Robert A. Farmer - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 7, 2001, 76 hours before - Departed: W24, Lynchburg, VA - Airport: W24, Lynchburg, runway 28, 2,900 × 50 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 81; injuries: none; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review October 2, 2001; seat: left; flight hours: 4,951 total, 1,008 in this make and model, 4,951 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 160° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 37 °F, dew point 25 °F - Altimeter: 30.31 inHg - Observed at: LYH, 5 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 20020126002449A](https://openairdocs.org/incident/20020126002449A), Jan 26, 2002: Beech F33A, Lynchburg, VA, No damage. (-23) Approximately 9:40 a.m., the pilot initiated the takeoff roll on runway 10 when the Beechcraft, BE-33-F33A aircraft 3276R, veered left after power was… ## Docket (2 files) The files NTSB released with the investigation on March 4, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54092. 461 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 383 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381342&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Reports from Federal Agencies (item 2, .PDF, 79 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381343&FileExtension=.PDF&FileName=Reports%20from%20Federal%20Agencies-Redacted.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.