N20480

HISTORY OF FLIGHT

On April 2, 2008, about 1929 mountain standard time, a Beech 95-B55, N20480, collided with terrain during landing at Benson, Arizona. The pilot/owner was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The private pilot and one passenger were killed; the airplane sustained substantial damage to the fuselage, right wing, and rudder. The cross-country business flight departed Safford, Arizona, about 1848, with a planned destination of Benson. Visual meteorological conditions prevailed, and no flight plan had been filed.

The airport manager at Benson reported that he talked to the pilot on the common traffic advisory frequency. The airport manager advised him that winds were from the west at 10 to 12 knots, and favored landing on runway 28. He observed the airplane, and thought that it was high and fast. He could see the airplane's lights, and estimated that the airplane was approaching midfield about 50 feet above ground level (agl). At this time, the pilot broadcast an intention to go-around. The airport manager heard an increase in engine sounds, and saw the airplane climb out.

The pilot broadcast the downwind position, and then turning final. The airport manager observed the airplane's lights, and noted that it was not as high or fast as on the first approach. But he thought that it was higher and faster than the approach should be. Due to hangars, he lost sight of the lights as the airplane passed the midfield point on the 4,000-foot runway; it was about 10 feet agl. Then he heard what he described as a hard touchdown followed by increasing engine sounds. He looked over the hangar, and saw a green light arc to the left. He then heard a thud and the engine sounds stop.

The airplane manager notified emergency services, and went to the accident site. The airplane was between the runway and the taxiway. He stated that the airplane's lights were still illuminated. He determined that the occupants were fatally injured, and that there was a fuel leak. He contacted a mechanic, who instructed first responders on how to cut electrical lines from the battery and shut off power to the airplane's systems.

PERSONNEL INFORMATION

A review of Federal Aviation Administration (FAA) airman records revealed that the 53-year-old pilot held a private pilot certificate with ratings for airplane single engine land and multiengine land.

The pilot held a third-class medical certificate issued on June 17, 2006. It had the limitation that the pilot shall wear corrective lenses.

An examination of the pilot's logbook indicated an estimated total flight time of 244 hours as of the last entry on February 9, 2008. He logged 7 hours in the last 90 days, all in the accident airplane. He had an estimated 29 hours in this make and model. He received his multiengine rating on June 17, 2007.

AIRCRAFT INFORMATION

The airplane was a Beech 95-B55, serial number TC-1862. A review of the airplane's logbooks revealed that the airplane had an annual inspection dated July 4, 2007, and a total airframe time of 3,905.2 hours. The Hobbs hour meter read 4,022.8 at the accident site.

The left engine was a Teledyne Continental Motors (TCM) IO-520E, serial number 215820-R. Total time recorded on the engine at the last annual inspection was 834.9 hours. The logbooks contained an entry dated April 12, 2005, at a Hobbs time of 3,693.7 that indicated an inspection of the engine and a lower end overhaul following an off-airport forced landing that damaged the airplane.

The right engine was a TCM IO-520E, serial number 215821-R. Total time recorded on the engine at the last annual inspection was 834.9 hours. The logbooks contained an entry dated April 12, 2005, at a Hobbs time of 3,693.7 that indicated an inspection of the engine and a lower end overhaul following an off-airport forced landing that damaged the airplane.

Personnel at Ponderosa Aviation in Safford established that they topped off both tanks of the airplane prior to the accident flight.

AIRPORT INFORMATION

The Airport/ Facility Directory, Southwest U. S., indicated that runway 28 was 4,000 feet long and 75 feet wide; the runway surface was asphalt. The field elevation was 3,829 feet. The common traffic advisory frequency was 122.8. It indicated that it had runway end identifier lights, and a precision approach path indicator (PAPI P2L) landing systems. It instructed pilots to activate the MIRL and PAPI on frequency 122.8.

WRECKAGE AND IMPACT INFORMATION

Investigators from the Safety Board, the FAA, Beech, and TCM examined the wreckage at the accident scene. The first identified point of contact (FIPC) was a ground scar. It contained remnants of the rotating beacon, which had been mounted to the top of the vertical stabilizer. The FIPC was 150 feet perpendicular to the runway edge at a point that was 3,100 feet from the approach end of the runway. The ground scar led about 56 feet to the inverted wreckage. The debris path was along a magnetic heading of 226 degrees.

The right engine crankshaft fractured and separated between the front of the crankcase and the propeller flange. The jagged fracture surface was on a 45-degree angle around half of the circumference, and had a shear lip. The right side propeller and flange were about 30 feet in front of the left engine.

The left propeller remained attached to the engine crankshaft. Two blades contacted the ground, and were bent aft around the cowling.

Flight control continuity was established for the ailerons, elevators, and rudder, as well as the elevator and rudder trim.

MEDICAL AND PATHOLOGICAL INFORMATION

The Cochise County Coroner completed an autopsy. The FAA Bioaeronautical Sciences Research Laboratory Forensic Toxicology Research Team, Oklahoma City, Oklahoma, performed toxicological testing of specimens of the pilot.

Analysis of the specimens contained no findings for carbon monoxide, cyanide, volatiles, and tested drugs.

TESTS AND RESEARCH

Investigators examined the wreckage at Air Transport, Phoenix, Arizona, on April 4 and 5, 2008.

Airframe

The fuel selector valves were in the ON position.

The landing gear handle separated from the switch, but the landing gear switch was in the down position. The landing gear was extended. The landing gear actuator was in a landing gear extended position.

The wings sustained mechanical damage. The flap handle was in the up position, and the flaps and flap actuators were retracted. Investigators connected an aircraft battery to the flap motor (jumper wires directly to the flap motor), and the flap motor moved the flaps to the extended position. The flap motor was reversed, but the flaps were binding and would not retract. Dirt and debris was observed to shake out of the flap tracks. Investigators detached the flexible drive cables from the flap drive motor. The flap motor successfully ran in a flap retract direction.

The cockpit elevator trim indicator was in the green takeoff trim range. The two pitch trim actuators were each extended about 1 1/16 inches, which corresponded to a 5-degree trim tab trailing edge down position.

The rudder trim indicator was at the zero position, but the rudder trim knob was broken. The rudder trim actuator was extended about 3 3/4 inches, which corresponded to a 5-degree tab trailing edge right position. The rudder trim operating range is plus and minus 25 degrees.

Each magneto switch was in the BOTH position, and the alternators and battery switches were in the ON position. The navigation/strobe light switch and the taxi light switch were in the ON position.

Both electric fuel boost pump switches were in the OFF position. Investigators put fuel in the left main tank, and activated the left electric fuel boost pump. Fuel was delivered through the left fuel selector valve to the left firewall engine driven fuel pump fuel line. Investigators put fuel in the right main tank, and activated the right electric fuel boost pump. The right electric fuel boost pump activated, but fuel was not delivered through the right fuel selector valve to the right firewall engine driven fuel pump fuel line. Further examination revealed that the fuel supply line from the right wing tank to the right selector valve separated at the wing/fuselage juncture. Investigators blew air into the separated line in each direction; they felt air pressure at the right firewall to the engine driven fuel pump fitting, and heard air flow in the right main tank.

Left Engine

TCM personnel examined the left engine under the supervision of the IIC at the factory in Mobile, Alabama, on May 20 and 21, 2008.

All four engine mounts fractured and separated along an angular and jagged plane; the engine was displaced.

TCM personnel removed the spark plugs. All spark plugs were clean with no mechanical deformation. The spark plug center electrodes were oval and gray, which corresponded to normal operation according to the Champion Aviation Check-A-Plug AV-27 Chart.

TCM personnel performed a borescope inspection, which revealed no mechanical deformation on the valves, cylinder walls, or internal cylinder head. There was light rust on the barrels, and combustion deposits on the piston heads were unremarkable.

TCM personnel removed and replaced several damaged components.

TCM personnel installed the engine in a test cell. The engine started easily, and they ran it for about 5 minutes at 1,200 rpm until temperatures stabilized. They ran the engine at various rpm between 1,000 and 2,700. They performed quick accelerations and decelerations; the engine responded to all commands promptly without hesitation, sputtering, or stalling. A magneto check at 2,100 rpm produced an rpm drop of 140 on the left and 136 on the right.

Right Engine

TCM personnel examined the right engine under the supervision of the IIC at the factory in Mobile, Alabama, on May 22, 2008. They stated that disassembly of the engine did not reveal any p...