Piper PA-34-200 accident near Venice, Florida, April 27, 2001
On April 27, 2001 at about 10:45 pm local time, a Piper PA-34-200, registered N876BB, was substantially damaged in an accident near Venice, Florida (Venice Municipal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot to attain the proper touchdown point resulting in a long landing and subsequent collapse of the right main landing gear. Also, failure of the pilot to perform a go-around following a long landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 27, 2001 · about 10:45 pm local time
- Place
- Venice, Florida · Venice Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-200 · all PA-34-200s on the register
- Registration
- N876BB · registry record · serial 34-7350248
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the airplane touched down at 80 knots on runway 31 just south of the intersection of runway 04/22, and the brakes were not effective when he initially applied them. He pumped the brakes with no effect for several pumping actions; they then became effective. He then applied the brakes heavily but the airplane rolled off the end of runway 31, collapsing the right main landing gear. He also stated that the airplane was too far down the runway to consider performing a go-around, and there were no discrepancies with the brakes or parking brake while taxiing or during the engine run-up before takeoff, respectively. Postaccident examination of the runway by an FAA inspector revealed approximately 250 feet of skid marks from both main landing gear tires at the departure end of the runway. The skid marks continued for an additional 50 feet off the runway. Examination of the airplane revealed that the left main landing gear tire had a flat spot, and the right main landing gear tire was blown and flat spotted.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 800 hours in all; 80 in this make and model
- Last flight review: August 17, 1999
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: inspection type not recorded
- Landing gear: retractable
- Engine: Lycoming IO-360- (piston); 0 hours total
The flight
- Departed from: KOPF Opa-Locka FL at 9:45 pm
- Destination: KVNC Venice FL
- Flight plan: VFR
- Runway 31, 4,999 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 060° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 8,000 ft
- Temperature: 81°F (27°C), dew point 48°F (9°C)
- Altimeter: 30.05 inHg
- Observation at 10:53 pm from KSRQ, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
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.