Piper PA-24-250 accident near St. Petersburg, Florida, September 12, 1999
On September 12, 1999 at about 5:30 pm local time, a Piper PA-24-250, registered N8051P, was substantially damaged in an accident near St. Petersburg, Florida (Albert Whitted Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilots improper use of the hand brake during the landing roll out and his failure to maintain directional control, which resulted in the airplane exiting the runway and incurring substantial damage.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 12, 1999 · about 5:30 pm local time
- Place
- St. Petersburg, Florida · Albert Whitted Municipal
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-250 · all PA-24-250s on the register
- Registration
- N8051P · registry record · serial 24-3297
- 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 after a normal landing the airplane initially tracked the runway centerline, but at about 500 feet it veered to the right. The pilot stated that he applied the handbrake which made the situation worse, and the airplane exited the runway. A mechanic who examined the airplane said that the damage was not consistent with a hard landing, but with a sudden stop. The mechanic said that the airplane's hand brake cable is connected to the toe brake cable, and that when the hand brake is applied, it locks the rudder pedals, preventing the pilot from applying rudder input to control the airplane. The mechanic said the rudder trim was 1/3 of the way to the right of center, resulting in the rudder pedals being uneven when the handbrake was applied. The mechanic said that the pilot told him that the landing was normal, and during the rollout he retracted the flaps, turned off the boost pump, and then applied the hand brake, when as a result of applying the hand brake, the airplane veered off the runway. The nose gear right drag link was sent to the NTSB's Materials Laboratory for analysis, and the report shows that the drag link fracture surfaces exhibited a rough, matte gray appearance, consistent with overstress, and the drag link bolt was bent 13 degrees relative to its axis, also consistent with overstress.
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: 395 hours in all; 15 in this make and model; 22 in the last 90 days; 16 in the last 30 days; 395 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,015 hours
- Last inspection: annual inspection, July 22, 1999; 15 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-A1A5 (piston); 0 hours total
The flight
- Departed from: CTY Cross City FL at 4:30 pm
- Destination: SPG
- Flight plan: none
- Runway 6, 3,677 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 77°F (25°C)
- Altimeter: 29.00 inHg
- Observation at 4:53 pm from SPG
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.
Other NTSB records under N8051P 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.