Beech BE76 accident near Prescott, Arizona, June 13, 2002
On June 13, 2002 at about 6:43 pm local time, a Beech BE76, registered N6627U, was substantially damaged in an accident near Prescott, Arizona (Ernest A. Love Field). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The student pilot's decision to abort the takeoff with insufficient runway remaining, resulting in a runway overrun and collision with a berm. A factor was the cabin door opening during the takeoff roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 13, 2002 · about 6:43 pm local time
- Place
- Prescott, Arizona · Ernest A. Love Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE76
- Registration
- N6627U · no longer on the register · serial ME214
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During an aborted takeoff due to an open door, the airplane impacted a dirt berm at the departure end of the runway. While conducting touch-and-go takeoffs and landings, the student pilot's door popped open. The student retarded the throttles and applied brakes. The CFI assessed the situation, and decided that they could not safely continue the takeoff due to low airspeed and no remaining runway. She then assisted the student with directional control and braking action. The airplane departed the runway and collided with a dirt berm. There were no discrepancies noted with the airplane by the CFI or student pilot.
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,054 hours in all; 101 in this make and model; 102 in the last 90 days; 29 in the last 30 days; 939 as pilot in command; 707 on instruments
- Last flight review: June 6, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
Dual student
- Injury: no injuries
The aircraft
- Last inspection: continuous airworthiness programme, June 12, 2002; 3.3 hours since
- Maximum gross weight: 3,900 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming O-360-A1G6D (piston); 0 hours total
- Engine 2: Lycoming LO-360-A1G6D (piston); 0 hours total
The flight
- Departed from: PRC Prescott AZ at 5:00 pm
- Destination: PRC Prescott AZ
- Runway 21R, 4,846 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 9,000 ft
- Temperature: 88°F (31°C), dew point 39°F (4°C)
- Altimeter: 30.12 inHg
- Observation at 6:53 pm from PRC
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.
Other NTSB records under N6627U the same tail number, which may have belonged to a different aircraft at the time
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.