Beech F33A accident near Fernandina Bch, Florida, October 31, 2002
On October 31, 2002 at about 8:10 pm local time, a Beech F33A, registered N3122K, was destroyed in an accident near Fernandina Bch, Florida (Fernandia Beach Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Water contamination in the fuel system which resulted in the loss of engine power and the subsequent collision with trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 31, 2002 · about 8:10 pm local time
- Place
- Fernandina Bch, Florida · Fernandia Beach Municipal · map
- Type
- Accident
- Injuries
- 1 person was killed; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech F33A · all F33As on the register
- Registration
- N3122K · no longer on the register · serial CE-1281
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the airframe and powerplant mechanic passenger, the airplane was on a maintenance test flight. After takeoff the airplane climbed to 2,500 feet, and experienced a loss of engine power. Attempts by the pilot to restore engine power were unsuccessful. While attempting to return to the airport the airplane collided into a wooded area short of runway 22. The pilot and mechanic exited the airplane. The airplane was consumed by post-crash fire. During the on scene engine examination approximately eight ounces of water was drained from the fuel selector. Examination of the fuel strainer found rust on the strainer spring, and heat damage on the internal rubber components. Approximately three ounces of water was drained from the sump during the on scene examination. The engine was removed and sent to Teledyne Continental Motors for further examination.The internal examination of the fuel pump found it to be damaged in the post-crash fire. There were heavy deposits of lacquer found in the internal vanes of the fuel pump that operate the pumping action. The fuel manifold was flow tested and it was found to be within operating parameters. The engine driven fuel pump could not be tested because it would not rotate.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,500 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,588.3 hours
- Last inspection: 100-hour inspection, October 31, 2002; 1 hours since
- Maximum gross weight: 3,300 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO-520-BB37 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 55J Fernandina Bch FL at 8:30 pm
- Flight plan: none
- Runway 22, 5,350 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; a few clouds at 2,500 ft
- Temperature: 72°F (22°C), dew point 54°F (12°C)
- Altimeter: 30.03 inHg
- Observation at 7:56 pm from KJAX, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.