Beech F33A accident near Fresno, California, September 3, 2004
On September 3, 2004 at about 11:30 pm local time, a Beech F33A, registered N1854N, was substantially damaged in an accident near Fresno, California (Fresno Yosemite International airport). It was a personal 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 pilot's loss of pitch control authority during landing flare due to an autopilot system failure that inhibited control yoke movement. A factor was inadequate autopilot system maintenance.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 3, 2004 · about 11:30 pm local time
- Place
- Fresno, California · Fresno Yosemite International · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech F33A · all F33As on the register
- Registration
- N1854N · no longer on the register · serial CE-975
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with the runway during the landing flare after the pilot experienced inhibited pitch control movement on approach for landing. The pilot said that when the landing gear was extended and the wing flaps were partially extended, his ability to move the control yoke was noticeably restricted. The pilot reported that he tried to pull back on the yoke and use the manual trim to regain control, but the airplane did not respond. The pilot said he lost complete pitch control when he attempted to flare during the landing. The airplane abruptly nosed down and impacted the runway surface. An examination of the wreckage revealed that the control yoke's movement was restricted. Only partial up-elevator travel could be obtained. One side of the autopilot's servo bridle cable for the elevator was found frayed and broken, and was detached from the servo capstan bridle cable locking pin. The other servo bridle cable was found attached to the main elevator control cable and servo, but it was twisted and deformed. Both servo capstan bridle cable guide pins were bent full forward. One nylon guide pin guard was missing and was found in the fuselage belly. The pitch servo (actuator) was removed from the airplane and examined at a repair station. Upon investigation it was determined that the bridle cable had not been wrapped correctly and continued excessive unwrapping of the bridle cable from the capstan had caused it to fray and eventually break. The servomotor initially would not start running until approximately 12 volts of direct current (DC) were applied to the motor. The servo is designed for 28-volt DC operation. After several on-and-off cycles of DC, the motor started running with approximately 5 to 6 volts DC applied. However, even at the full 28 volts, the motor operated slowly. The servo gear train actuator mechanism was found sticky and needed maintenance. The airplane had been operated about 57 hours since last receiving an annual inspection, about 11 months before the accident. No evidence of autopilot system maintenance was found in the 23-year-old airplane's maintenance records. Neither the autopilot or airframe manufacturers had specified a maintenance or inspection schedule for the bridle cables.
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: 679 hours in all; 28 in this make and model; 28 in the last 90 days; 16 in the last 30 days; 546 as pilot in command
- Last flight review: July 1, 2004
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,379 hours
- Last inspection: annual inspection, October 1, 2003; 57 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: SNA Santa Ana CA at 9:00 pm
- Destination: O68 Mariposa CA
- Flight plan: none
- Runway 29L, 7,205 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 10,000 ft
- Temperature: 86°F (30°C), dew point 36°F (2°C)
- Altimeter: 29.72 inHg
- Observation at 11:30 pm from FAT
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.