NTSB Factual Report

HISTORY OF FLIGHT

On November 24, 1997, about 1015 central standard time, a Beech 95-B55 twin engine airplane, N6835Q, registered to and operated by a private owner, was destroyed during impact with the ground following a loss of control near Royse City, Texas. The private pilot and his passenger were fatally injured. Visual meteorological conditions prevailed for the Title 14 CFR Part 91 personal cross country flight, and a flight plan was not filed. The flight originated from Birmingham, Alabama, approximately 0700, with a destination of Fort Worth, Texas.

Memphis Center's radar initially acquired N6835Q at 0731:52, 19 miles west of the Vulcan (VUZ) VORTAC, Birmingham, Alabama, at an altitude of 6,600 feet MSL. The aircraft proceeded west to the Greenville VOR (GLH), Greenville, Arkansas, continued to the south shore of Lake Wright Patman which is located southwest of Texarkana, Texas, and then continued to the west southwest. Memphis Center's last radar hit was at 1008:15, 13 miles east of Royse City, Texas (latitude 32 degrees 59 minutes 34 seconds north and longitude 96 degrees 06 minutes 18 seconds west). Fort Worth Center's radar acquired N6835Q at 1009:10, 11 miles east of Royse City (latitude 32 degrees 59 minutes 44 seconds north and longitude 96 degrees 09 minutes 26 seconds west), at an altitude of 6,400 feet. Fort Worth Center's last radar hit was at 1012:29, 1 mile east of the accident site and 2 miles southeast of Royse City (latitude 32 degrees 57 minutes 48 seconds north and longitude 96 degrees 17 minutes 37 seconds west).

A witness reported to the NTSB that he and his wife were traveling westbound along Interstate 30, about 3 miles from the crash site, when they observed an airplane about 1,500 to 2,000 feet "in a slow, slightly nose-down flat spin." The aircraft "continued in the flat spin and went out of our sight behind some trees." He believed the aircraft was spinning to the left.

Another witness reported to the NTSB that she was traveling westbound along Interstate 30, when she observed an airplane "fall out of the clouds" spiraling nose-down. The airplane was spiraling "clockwise straight down." The witness added that she did not notice fire or smoke coming from the airplane or anything falling from it.

One of two witnesses who were about a mile from the accident site reported to the NTSB that he was on top of a roof installing a television antenna when he heard a "short sputter or cough," which directed his attention to the aircraft. He observed the airplane spiraling clockwise straight down, and he did not hear the engines operating again. The other witness, who was at the base of the house, reported to the NTSB that he heard a "faint stall-out" and observed the airplane at a "steep angle" moving towards the ground. He only observed the airplane briefly before it went behind trees.

PERSONNEL INFORMATION

The private pilot held an instrument rating for single engine and multiengine airplanes. The pilot's flight logbook was not located, therefore, instrument, single and multiengine flight time could not be determined. His last biennial flight review also could not be determined. FAA records indicate the pilot reported having accrued 1,500 total flight hours on his application for a class three medical examination, dated May 7, 1993.

AIRCRAFT INFORMATION

The 1964 Beech 95-B55 (Baron) twin engine, six-place airplane's airframe and engine logbooks were not located. The aircraft's fuel system has a capacity of 136 gallons of useable fuel. The two main fuel tanks hold 37 gallons each, and the two auxiliary fuel tanks hold 31 gallons each. The airplane was fueled prior to departing Birmingham, Alabama, by Raytheon Aircraft Services, on November 24, 1997. Only the in-board (main) fuel tanks were topped off with 70.2 gallons of 100 octane low lead fuel. See the enclosed fuel invoice.

Performance and weight and balance calculations were made using data provided by the manufacturer. Using radar data plots, times, altitudes and distances, estimated airspeeds indicate the cruise power settings were probably full throttle, between 22 inches Hg at 2,200 RPM and 24.5 inches Hg at 2,450 RPM. Using these power settings with the temperature at the altitudes along the route of flight, the fuel consumption was likely between 22 and 28 gallons per hour. From 0731:52 to 1012:29, the fuel consumption was likely between 58.89 to 74.95 gallons. Per the Pilot's Operating Handbook (POH), start, taxi, and takeoff normally takes about 3.5 gallons of fuel. The estimated fuel consumption for start, taxi, takeoff, and the above flight is between 62.39 to 78.45 gallons of fuel. This estimated fuel consumption does not include the approximate 32 minutes from takeoff to the first radar return.

The distance for the planned flight was 534 nautical miles.

WRECKAGE AND IMPACT INFORMATION

The aircraft wreckage was located in a pasture about 1 statute mile southeast of Royse City, approximately 42 statute miles from the DFW VORTAC, on the 073 degree radial. The aircraft came to rest upright in the initial ground scar on a measured magnetic heading of 130 degrees. All aircraft components were located within 44 feet of the wreckage. See the enclosed wreckage diagram for wreckage distribution details.

Most of the fuselage was consumed by a postimpact fire; however, both engines, the majority of the empennage, both wing leading edges outboard of the their respective nacelles, and both wing tips were not consumed by the fire. The aft fuselage, empennage, and both engines were displaced about 10 degrees to the right in relation to the airplane's longitudinal centerline. The bottom of the aft fuselage and rudder exhibited upward crushing. A ground impact scar was directly below the rudder and exhibited the same outline as the bottom of the rudder. The angle of the ground scar in relation to the location of the aft fuselage and empennage was consistent with a full right rudder deflection. The upper portion of the rudder with its counterbalance weight attached, was found torn away from its upper hinge and folded to the left. Both elevator counter balance weights remained attached, and their forward ends exhibited downward displacement.

Rudder and elevator flight control cable continuity was established from the cockpit area to the respective flight control bellcranks in the aft fuselage. The remaining flight control linkage in the aft fuselage also exhibited continuity. Flight control cable continuity was established from the cockpit area to both aileron control bellcranks. The flaps were found in the up position and the landing gear were found in the retracted position.

The remains of both fuel selector valve handles were found positioned between the AUX and OFF settings. Both auxiliary fuel cells were consumed by the fire, and both main fuel cells exhibited extensive heat damage. Both wing leading edges, which enclosed the main fuel cells, did not exhibit any hydraulic rupturing.

Both propeller assemblies (three-bladed Hartzell) remained intact and attached to their respective engines. There was no impact related twist to any of the six blades. Two blades from each propeller showed basically no impact damage with the third blade showing no leading edge damage. Each of the propellers had one blade bent aft. All of the propeller blades exhibited low pitch positions with no slippage in their respective clamps. No discrepancies were noted on either propeller, which would have precluded normal propeller operation. See the enclosed Hartzell report for examination details.

Both engines were examined at Air Salvage of Dallas, Lancaster, Texas, on January 28, 1998. Both engines had impact damaged parts replaced in preparation for their respective engine run. There were no problems noted during the engine runs. After completion of the engine runs, a differential compression check was performed on both engines. See the enclosed manufacturer's report and engine run data sheets for details.

MEDICAL AND PATHOLOGICAL INFORMATION

The autopsy was performed by Frank P. Miller III, M.D., at the Southwestern Institute Of Forensic Sciences, Dallas, Texas. There was no evidence found of any preexisting disease that could have contributed to the accident.

Pilot's positive toxicology findings were 2.431 ug/ml methamphetamine and 0.430 ug/ml amphetamine detected in blood and urine; chlorpheniramine (antihistamine) detected in urine; phenylpropanolamine (nonprescription diet aid and decongestant) detected in blood and urine, and ephedrine (decongestant) and salicylate (aspirin) detected in urine. Passenger's positive toxicology findings were 2.832 (ug/ml, ug/g) methamphetamine and 0.253 (ug/ml, ug/g) amphetamine detected in blood; 11.842 (ug/ml, ug/g)methamphetmine and 0.896 (ug/ml, ug/g) detected in kidney. In the opinion of Dr. Canfield, Civil Aeromedical Institute (CAMI), the levels of methamphetamine and amphetamine in both pilot and passenger were very high and would have caused impairment in performance in the cockpit. Neither of these drugs, nor antihistamines are recommended by the FAA for use while flying. See the enclosed Extracts from the current Drug Facts & Comparisons.

FIRE

No evidence of pre-impact fire was found during the investigation.

ADDITIONAL DATA

The airplane wreckage was release to the owner's representative.

NTSB Probable Cause

The pilot's impairment due to drugs, and his ensuing failure to maintain minimum required airspeed for flight, which resulted in a stall/spin. A factors was the loss of power to both engines due to fuel starvation as a result of the pilot's improper use of the fuel selector.