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N191MK accident description

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Tail numberN191MK
Accident dateMay 15, 2009
Aircraft typeBeech A36
LocationBeauregard, AL
Near 32.549722 N, -85.401944 W
Additional details: None

NTSB description

On May 15, 2009, at 1142 central daylight time, a Beech A-36TC, N191MK, registered to a private individual, and operated by the certificated private pilot, crashed into trees and subsequently the ground in a field in Beauregard, Alabama. The personal flight was operated under the provisions of 14 Code of Federal Regulations (CFR) Part 91 with an instrument flight rules (IFR) flight plan filed. Visual meteorological conditions prevailed. The pilot and one passenger were killed, two passengers received minor injuries, and the airplane was substantially damaged. The flight departed Destin-Fort Walton Beach Airport (DTS), Destin, Florida, at 1041.

According to the passengers, they were flying at about 7,000 feet when the pilot told them that he was having engine problems. Both passengers in the back seats stated that the pilot instructed them to move forward to the aft facing seats. The female passenger moved to the seat directly behind the pilot and the male passenger move directly behind the co-pilots seat and both secured their seatbelts “tightly”. They stated that the pilot attempted to restart the engine with success but it stopped again after about 30 seconds. They overheard the pilot tell air traffic control that they were going to attempt to land in a field. The passengers stated that the airplane began hitting trees and the male passenger was knocked unconscious. The female passenger believed that the male passenger was unconscious for about a minute after the airplane came to a stop. Both passengers egressed the airplane via the open cockpit area and called 911 on their cell phone.

The pilot, age 56, held a private certificate for airplane single land, instrument airplane, issued on March 26, 1985, and a third-class airman medical certificate issued June 20, 2008, with a restriction that he must have available lenses that correct for near vision. A review of the pilot's logbook found the pilot’s total time in all aircraft was 1,618.8, time in make and model from logbook number 2, indicated he had about 600 flight hours in the Beech A-36, and had flown 11.3 hours in the last 90-days, 8.0 hours in the last 30-days and 2.5 in the last 24-hours.

The six-seat, low-wing, retractable gear airplane, serial number (S/N) E-3362, was manufactured in 2000. It was powered by a Continental IO-550B, Turbo Normalized, 300-hp engine and equipped with a Hartzell three bladed propeller Model PHC-C3YF-1RF, S/N EE3682B, aluminum variable pitch propeller. A review of the aircraft logbook records found that an annual inspection had been performed on April 2, 2009, at a total time of 751.6 hours, 10.1 hours prior to the accident. The aircraft was equipped with GAMI STC SA522NM, and Tornado Alley STC SE522NM.

A review of recorded weather data from the Auburn-Opelika Robert G. Pitts Airport, Auburn, Alabama (AUO) automated weather observation station, elevation 777 feet, revealed at 1135 conditions were winds 120 degrees at 5 knots, visibility 10 statute miles, cloud condition, scattered at 3,900 feet above ground level, altimeter 30.19 inches of mercury.

The main wreckage accident site was located at N032° 32 59.74, W085° 24 12.37 in a hay fielded located approximately 4.3 miles from AUO. The airplane’s initial collision with a tree was approximately 150 feet before impacting the ground. The airplane then traveled approximately 60 feet before coming to rest with the left wing, flap and fuselage on top of a round hay bail. The direction of travel was approximately 040° to 045°. The airplane collided with the ground at an approximate 030° degree nose low and right wing low attitude.

The engine, engine cowling and nose landing gear separated from the firewall forward of main fuselage. The pilot compartment entrance door, door frame, windscreen, and side windows separated from the fuselage exposing the pilot and co-pilot seats. The safety restraints were attached to the seats but had been cut by emergency medical personnel to remove the pilot and passenger. The instrument panel was inverted and folded over to the left of the crew compartment exposing the navigation and radio equipment. The pilot and co-pilot control yokes were separated from the control column. The instrument sub-panel, engine control pedestal, control column, and rudder pedals were damaged by impact forces.

The right wing was folded back and to the right of the fuselage. The leading edge was separated from the companion walk way out to the wing tip exposing the forward spar. The leading edge was crinkled and damaged from impact forces. The right aileron separated from the wing and was located forward and to the right of the wing. The flap was attached to the wing and damaged by impact forces. The wing tip fuel tank was separated from the wing and was located approximately 9 feet outboard of the wing. The fuel line was attached to the tip tank. The tip tank was breached but still contained about 4.5 gallons of fuel. The right landing gear was folded and located forward of the main wing spar.

The left wing leading edge sustained collision damage from trees approximately one foot outboard of the fuselage to the wing tip. The leading edge skin was crumpled and torn in several locations exposing the fuel tank bladder and the front wing spar. The main fuel tank bladder remained intact and was not leaking, approximately 1-quart of fuel was drained from this tank. The left wing tip tank separated from the wing and was located approximately 37 feet forward and to the right of the main wreckage, the tip tank was breached but still contained approximately .5 gallons of fuel. The flap remained attached to the wing and was bent upward from contacting a hay bale. The aileron remained attached to the wing and was damaged from mid point of the trim tab to inboard to the flap. The outer third of the aileron was warped and crinkled. The left landing gear was extended. The gear door leading edge sustained collision damage and was warped.

The left horizontal stabilizer remained attached to the empennage and appeared undamaged. The elevator and trim tab were warped and crinkle but remained attached to the horizontal stabilizer.

The right horizontal stabilizer was bent forward and was twisted approximately at mid point. The outer half of the elevator separated at midpoint from the horizontal stabilizer. The inner half remained attached to the rear spar with the trim tab.

The vertical stabilizer sustained leading edge damage from the fairing up to the rotating beacon. The rudder remained attached to the vertical stabilizer. The fixed trim tab was damaged and bent to the right.

The fuel selector valve was selected to the right fuel tank. The fuel drain on the selector valve was opened and there was no fuel present. The fuel selector valve was removed and tested with no anomalies to report.

The engine and engine cowling assembly separated free of the firewall and remained attached to the cockpit via the propeller governor cable. The entire engine cowling assembly exhibited impact related damage. The engine separated from each of its four engine mounts and came to rest approximately ten feet in front of the aircraft cockpit. The propeller, a three bladed Hartzell S/N EE3682B constant speed propeller, remained attached to the crankshaft propeller mating flange. All three blades were found tight in their respective hub sockets. One blade was found in low pitch with minor leading edge damage. The second blade was found at low pitch with the blade bent in a forward orientation starting at mid-span and continuing out to the tip. The third blade was found in a bent aft orientation starting just outboard of the hub and continuing out to the tip. The third blade also exhibited chordwise damage to the non-chambered side of the blade.

All of accessories remained intact and attached to the engine. The No.1, No.3, and No.5 exhaust risers exhibited impact damage and visually appeared to have been pushed inward. The induction tubes, intercooler and alternate air door separated free of the engine. The turbo-charger rotated freely by hand with a small amount of debris noted in the compressor inlet. The throttle body mixture control unit exhibited impact damage to the control arms and shafts. The engine baffling was intact and exhibited impact related damage. Two fittings were found separated from the fuel pump housing. The propeller governor cable remained attached to the throttle quadrant and had to be cut to separate the engine from the cockpit. Both the primary and secondary alternators exhibited impact related damage. During the recovery process when the engine was lifted, a 1.5 inch breech in the left side aft portion of the oil sump leaked approximately 8 quarts of oil. The oil was captured in a white bucket and no fine shiny metal particles or other foreign debris were found.

(c) 2009-2011 Lee C. Baker. For informational purposes only.