NTSB Factual Report

HISTORY OF THE FLIGHT

On June 21, 1997, about 0835 eastern daylight time, a Beech 77, N1821B, registered to Aerojet, Inc., crashed shortly after takeoff from Fort Lauderdale Executive Airport, Fort Lauderdale, Florida, while on a Title 14 CFR Part 91 instructional flight. Visual meteorological conditions prevailed at the time and a visual flight rules flight plan was filed. The aircraft was destroyed and the student-rated pilot was fatally injured. The flight was originating at the time of the accident.

The pilot's flight instructor stated the pilot was performing a solo cross-country flight. Witnesses observed N1821B depart runway 13 at the Fort Lauderdale Executive Airport. As the aircraft climbed on a southeasterly heading they heard the engine "shutting on and off" or "sputtering". The aircraft was flying slow and was at a lower than normal altitude. They did not observe any smoke or fire on or around the aircraft. The aircraft turned to the east and after passing Powerline Road, it made a steep left turn toward the north. Witnesses stated it appeared the pilot was trying to return to the airport. After reaching a northerly heading the left wing and nose dropped and the aircraft entered a left spin. While in the spin the aircraft collided with power lines and then a tree and the road where it came to rest inverted. A small postcrash fire erupted in the engine area.

Air traffic controllers from the FAA Fort Lauderdale Executive Control Tower stated the pilot of N1821B called for taxi to the active runway at about 0829. The pilot was instructed to taxi to runway 13 at the alpha intersection. At about 0833, the pilot called for takeoff clearance on runway 13. The flight was cleared onto the runway and told to hold position for departing traffic on runway 8. After the traffic was clear, N1821B was cleared for takeoff. The pilot acknowledged the takeoff clearance and no further transmissions were received from the pilot. A short time later, they observed N1821B on what appeared to be a left crosswind position for runway 13, at a low altitude. The aircraft then entered a left turn and appeared to be returning to the airport. The aircraft then entered a spin to the left and descended to the ground.

PERSONNEL INFORMATION

Information on the pilot is contained in this report under First Pilot Information and in attachments to this report.

AIRCRAFT INFORMATION

Information on the aircraft is contained in this report under Aircraft Information and in attachments to this report.

METEOROLOGICAL INFORMATION

Visual meteorological conditions prevailed at the time of the accident. Additional meteorological information is contained in this report under Weather Information.

WRECKAGE AND IMPACT INFORMATION

The aircraft crashed in the northbound lanes of the 5200 block of Powerline Road, Fort Lauderdale, Florida. Examination of the crashed site showed the aircraft collided with power lines on the east side of Powerline Road. The aircraft then descended in a near inverted attitude where the tail collided with a tree in the median of the road and the nose impacted the northbound lanes. The aircraft came to rest inverted with the nose on a 020 degree heading.

Postcrash examination of the aircraft showed all components of the aircraft necessary to sustain flight were located on or around the main wreckage of the aircraft. The tail section had separated from the fuselage and was attached by only the flight control cables. Continuity of the flight control systems was established and all separated points in the control system were consistent with overstress separation. The elevator trim was found in the neutral position. A burn mark and damage from a power line was found on the top surface of the left wing about mid-span. A power line was still tangled in the right main landing gear after the aircraft came to rest. A postcrash fire had occurred in the engine area and around the bottom of the left wing. All fuel had leaked from the right main fuel tank and most fuel had leaked from the left main fuel tank. About 1 gallon of fuel with some foamy water was drained from the left main fuel tank.

Examination of the aircraft and engine fuel system showed all fuel lines were unobstructed and the fuel strainer, electric fuel boost pump and engine-driven boost pump were found to contain uncontaminated fuel. The electric boost pump and engine-driven fuel pump operated normally in postcrash test. The fuel selector valve was found in the on position. The fuel caps did not leak water into the fuel tanks during postcrash tests.

Examination of the aircraft's electrical system showed the electrical wiring in the left wing inboard area had heat damage from the postcrash fire. The stall warning system operated normally after repair of the heat damaged wiring to the stall vane. The remainder of the electrical system operated normally and the battery was found to contain normal voltage after the accident. The electric driven flap motor was found in the flaps retracted position.

Examination of the engine showed a postcrash fire had occurred in the area of the carburetor air box on the bottom of the engine. The carburetor air box and carburetor had sustained impact, fire, and heat damage. The two plates which make up the carburetor air box valve were found separated from each other and one plate was lying in the bottom of the box. The other plate was still in the normal position. The outside and inner surfaces of both plates had fire and heat damage. The surface of the air box under the plate found lying in the box had fire damage. Continuity of all engine controls was established. Separation of the throttle cable and mixture cable from the carburetor was the result of overstress separation. The magneto switch was found on both and the switch operated normally. The muffler assembly showed no signs of deterioration or leakage.

Examination of the carburetor showed that fire and heat damage had melted the solder which adhered the float mechanism together. The parts of the float mechanism were lying in the fuel bowl of the carburetor. The throat of the carburetor had fire damage. Disassembly of the carburetor showed no evidence of precrash mechanical failure or malfunction.

Examination of the engine assembly after the accident showed it rotated normally and that both magnetos were timed properly to the engine and fired when rotated by hand. The engine was installed on a test stand and another carburetor and propeller were installed on the engine. The engine was started and operated to full power with no evidence of mechanical failure or malfunction.

Examination of the propeller showed the propeller had separated from the engine propeller flange during the accident. The propeller had blade curl damage and chordwise scratching consistent with rotation at the time of ground impact. A large nick, the diameter of the power lines struck by the aircraft, was found on the leading edge of one blade.

MEDICAL AND PATHOLOGICAL INFORMATION

Postmortem examination of the pilot was performed by Eroston A. Price, M.D., Associate Medical Examiner, Fort Lauderdale, Florida. The cause of death was attributed to multiple blunt trauma injuries. No findings which could be considered causal to accident were reported. Postmortem toxicology testing on specimens obtained from the pilot was performed by Dr. Price and by Dennis V. Canfield, Ph.D., Manager, FAA Toxicology Laboratory, Oklahoma City, Oklahoma. The tests were negative for ethanol alcohol, carbon monoxide, cyanide, basic, acidic, and neutral drugs. The tests were positive for lidocaine, which was attributed to post crash medical treatment received by the pilot.

Additional medical and pathological information is contained in Supplement K and attached toxicology reports.

TESTS AND RESEARCH

Examination of the carburetor air box was performed by Joe Epperson, Metallurgist, NTSB, Washington, D.C. The air box had sustained impact and fire damage. The metal of the air box appeared to have reached temperatures in excess of 600 degrees Fahrenheit. Examination of the two metal plates which comprise the air box valve appear to have separated as a result of the postcrash fire damage. The outer surfaces of the valve plates had sustained fire damage and then the inner bonded surfaces sustained fire damage after the valve plates separated during the postcrash fire.

A representative of Raytheon Aircraft Company stated that if the air box valve plates separate during operation, the plates are positioned so that neither half could dislodge sufficiently to affect incoming air. Further, they have had no reports of the valve plates separating in service. Additionally, the adhesive used to bond the air valve plates together is resistant to temperatures up to 400 degrees Fahrenheit only. See attached Raytheon Aircraft facsimile.

A sample of foamy water which was drained from the left fuel tank was tested by Panair Laboratories, Miami, Florida. The foamy water was found to have a strong positive for surfactants. Surfactants are used as foaming agents for fire fighting applications. The aircraft was sprayed with fire fighting foam by the Fort Lauderdale Fire Department after the accident. See attached Panair Laboratory Report.

ADDITIONAL INFORMATION

The aircraft wreckage was released by NTSB to Craig Walker, Marco Flite Services, on June 24, 1997. Components retained for further examination were released on October 8, 1997.

NTSB Probable Cause

loss of engine power for undetermined reason(s), and failure of the student pilot to remain clear of obstructions, while attempting to make a forced landing.