Beech A24R accident near Titusville, Florida, February 2, 2003
On February 2, 2003 at about 5:06 pm local time, a Beech A24R, registered N9769L, was substantially damaged in an accident near Titusville, Florida (Space Coast Regional airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons. The pilot's failure to attain full power for takeoff in accordance with the operation handbook was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 2, 2003 · about 5:06 pm local time
- Place
- Titusville, Florida · Space Coast Regional · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A24R · all A24Rs on the register
- Registration
- N9769L · no longer on the register · serial MC109
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot advanced the throttle for takeoff until the throttle was completely in and at the hub. He initially noted the rpm showed 2,300, rpm and during the takeoff roll the rpm showed 2,500 rpm. The Pilot's Operating Handbook states that full throttle 2,700 rpm is required for takeoff. The throttle slipped back about 1/2 inch on two different occasions, and the pilot pushed the throttle back in. No increase in engine power was noted and he continued the takeoff roll. Once airborne, the pilot retracted the landing gear and continued applying full throttle. The throttle felt like it was sticking and the engine was not producing full power. The airplane reached about 75 to 100 feet, and was not climbing. The pilot realized he would not clear wires and trees to his immediate front and applied aft pressure on the control yoke to decrease his airspeed and the impending impact. Examination of the airplane wreckage revealed the throttle cable was hard to move and fractured. The throttle cable was removed, and forwarded to the NTSB Materials Laboratory. The examination revealed the fractures were typical of bending overstress while the cable was under a tension load. No determination was made for the loss of engine power.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 850 hours in all; 500 in this make and model; 25 in the last 90 days; 7 in the last 30 days; 800 as pilot in command
- Last flight review: May 11, 2001
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 4,533 hours
- Last inspection: annual inspection, November 6, 2002; 25 hours since
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B (piston); 0 hours total
The flight
- Departed from: TIX Titusville FL at 5:05 pm
- Destination: 78N Reidsville NC
- Flight plan: IFR
- Runway 09, 5,001 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 4 knots
- Visibility: 7 statute miles
- Sky: a few clouds at 20,000 ft
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
- Altimeter: 30.14 inHg
- Observation at 4:49 pm from TIX
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.