Aero Commander 680E accident near Crescent City, Florida, December 3, 2013
On December 3, 2013 at about 2:37 pm local time, a 1958 Aero Commander 680E, registered N71DF, was substantially damaged in an accident during takeoff near Crescent City, Florida (Jim Finlay Farm airport). It was a personal flight under general aviation rules (Part 91). 4 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain directional control during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 3, 2013 · about 2:37 pm local time
- Place
- Crescent City, Florida · Jim Finlay Farm · map
- Type
- Accident
- Injuries
- 4 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander 680E, built 1958 · all 680Es on the register
- Registration
- N71DF · no longer on the register · serial 680E-672-12
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the airplane "hesitated" during the takeoff roll due to the added weight of the passengers on board and the grass surface of the departure airstrip. He said he then added "extra" engine power at rotation, and that the left engine accelerated more quickly than the right, which resulted in an adverse yaw to the right and collision with trees along the right side of the runway. The subsequent collision with trees and terrain resulted in substantial damage to the airframe. According to the pilot, there were no mechanical deficiencies with the airplane that would have prevented normal operation.
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
What happened, in order
- Loss of control on ground during takeoff defining event
- Collision with terrain or object (not controlled flight into terrain) during takeoff
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Contributed to outcome
Pilot
- Certificate: private
- Ratings: multi-engine land
- Flight time: 15,000 hours in all; 100 in this make and model
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 8,400 hours
- Last inspection: annual inspection, May 10, 2001; 60 hours since
- Maximum gross weight: 7,000 lb
- Landing gear: retractable
- Engine 1: Lycoming IGSO-480 (piston); 0 hours total
- Engine 2: Lycoming IGSO-480 (piston); 0 hours total
The flight
- Departed from: 28FL Crescent City FL
- Destination: 28J Palatka FL
- Flight plan: none
- Runway 36, 2,400 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 3 knots
- Visibility: 4 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 55°F (13°C)
- Altimeter: 29.97 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.