NTSB Factual Report

History Of Flight

On January 8, 2000, at 1445 eastern standard time, a Beech 23, N2336Z, collided with trees and subsequently the ground, and burst into flames while maneuvering for an emergency landing following a reported loss of engine power near Macon, Georgia. The personal flight was operated by the pilot under the provisions of Title 14 CFR Part 91 with no flight plan filed. Visual weather conditions prevailed at the time of the accident. The airplane was destroyed, and the private pilot and his passenger received fatal injuries. The flight departed the Herbert Smart Airport in Macon, Georgia, at 1443.

According to witnesses located at the departure airport, the two pilots were last seen at the ready line for an east departure at the departure airport. No further visual contact was observed until the airplane was next seen colliding with trees about one mile east of the airport. According to the witnesses, the engine was heard sputtering, followed by the in-flight collision with 100-foot trees. During the collision, the right outboard wing panel was torn from the airframe; the witnesses observed the airplane as it started a free-fall to the ground. According to two young eyewitnesses located adjacent to the accident site, approximately five seconds after the airplane collided with the ground, it burst into flames.

PERSONNEL INFORMATION

The pilot held a private pilot certificate with an airplane single-engine rating. According to Federal Aviation records, the pilot had accumulated a total of 83 flight hours, however the pilot flight logs were not recovered for examination. The pilot's total flight time in the Beech 23 was not determined. The pilot held a third class medical certificate, dated April 2, 1999, valid when wearing corrective lens.

AIRCRAFT INFORMATION

The Beech BE-23, N2336Z, was owned and operated by the pilot. N2336Z was a low-wing airplane powered by a Lycoming O-320-D3B engine. The airframe maintenance logs were not recovered for examination. However, according to a work order recovered from Macon Aviation in Macon, Georgia, the annual inspection was completed on December 16, 1999. Macon Aviation did not record the aircraft total time on the work order. The invoice also showed that AD 99-05-13 (Airworthiness Directive) was accomplished during the annual inspection. Additionally, the work order did not address AD-75-01-04 which specifically address part number 169-920000-59 which is the fuel selector installed in the airplane at the time of the accident. AD-75-01-04 is a recurring inspection which checks the shutoff characteristics of the fuel valve. The examination of the fuel selector valve revealed that it was fire damaged and it was in the shutoff position at the accident site.

According to refueling records, the airplane was last refueled at Macon Aviation on January 7, 2000, with 11.6 gallons of aviation fuel.

METEOROLOGICAL INFORMATION

The 1453 Macon weather observation reported surface winds at sky clear, visibility 10 miles, wind 020 degrees at four knots. The temperature and dew points were 60 degrees and 40 degrees respectively. The altimeter reading was 30.21 inches. According to icing probability curves, weather conditions were favorable for the formation of carburetor ice.

WRECKAGE AND IMPACT INFORMATION

Examination of the accident site disclosed that wreckage debris was scattered over an area 120 feet long and 40 feet wide. The main wreckage rested 120 feet east of the freshly broken tree branches. The right outboard wing panel rested 116 feet west of the main wreckage. Further examination of the airplane wreckage revealed that the nose and center sections of the airframe sustained heavy fire damage. The wreckage path was orientated on a 120 degree magnetic heading.

During the onsite examination of the airframe, the extremities of the airframe were located in the immediate vicinity of the wreckage path. The right wing panel, with the flap assembly attached, rested against a tall freshly broken tree along the wreckage path. A small fire damaged area was located approximately mid-span the wing. The main wreckage, which included the fuselage, empennage, left wing, and the engine assembly was orientated on a 280 degree magnetic heading. The fire damage extended aft through the vertical fin and laterally through the left wing tip. The grass surrounding the wreckage was burned throughout the entire width and length of the wreckage path.

The subsequent wreckage examination showed that the accessory section of the engine assembly had melted and was fire damaged. All accessory components normally installed on the rear of the engine were also fire damaged. The carburetor assembly also sustained internal and external fire damage; the composite float assembly in the carburetor bowl was heat stressed.

The propeller assembly remained attached to the engine. Examination of the propeller blades showed some deformation to the bladed. There were several freshly broken tree branches in the immediately vicinity of the right wing assembly. There were also several branches with diagonal slashes completely through the diameter of the branch.

The airframe and engine examinations failed to disclose a mechanical malfunction or component failure.

MEDICAL AND PATHOLOGICAL INFORMATION

On January 9, 2000, the postmortem examination of the pilot was performed by Dr. Keith L. Lehman, at Georgia Bureau of Investigation Division of Forensic Science in Atlanta, Georgia. The Forensic toxicology was performed by the Federal Aviation Administration Toxicology and Accident Research Laboratory, Oklahoma City, Oklahoma. The toxicological examinations revealed 12% carbon monoxide level in the blood and 0.3 (ug/ml) cyanide was detected in the blood. The toxicology examination also revealed 0.083 (ug/ml) of meclizine in the blood specimens. Meclizine is described as a prescribed or over-the-counter sedative.

The toxicological examination was negative for alcohol.

ADDITIONAL INFORMATION

The airplane wreckage was released on May 29, 2000 to Mr. Kieth Wright, AIG, an insurance adjuster, Atlanta, Georgia.

NTSB Probable Cause

The loss of engine power for undetermined reasons. A factor was conditions favorable for the formation of carburetor ice.