N180ED

HISTORY OF FLIGHT

On February 25, 2010, about 0927 eastern standard time, a Hawker Beechcraft Corporation C23, N180ED, registered to Skyway Leasing, Inc., and operated by Tailwheels ETC, Inc., had a loss of engine power during the takeoff climb and impacted the ground approximately .6 statute mile west-northwest from the center of Winter Haven’s Gilbert Airport (GIF), Winter Haven, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight from GIF to Lakeland Linder Regional Airport (LAL), Lakeland, Florida. The airplane sustained substantial damage and the certificated private pilot and one passenger were killed. The flight originated from GIF about 0925.

The operator reported that the pilot was allowed to fly the airplane and only had to reimburse them for the fuel cost.

Numerous witnesses at the operator’s facility saw both occupants before takeoff. One witness reported the passenger came into the building and asked to borrow a fuel sample device. Another witness saw the passenger check the right wing fuel tank, while a witness who is a student pilot heard an engine accelerate consistent with an engine run-up, but he walked inside the building and did not pay attention. The airplane was observed to taxi to the approach end of runway 29, and was noted to be airborne before the first intersection.

A pilot-rated witness who was outside near the departure end of runway 29 reported that he first saw the airplane when it was over the departure end of runway 29. At that time he thought the airplane was at 150 feet above ground level (agl) in a wings level normal Vy climb attitude. Approximately 5 seconds later while the airplane was at an estimated altitude of 200 to 300 feet agl, the engine “just stopped” as if an occupant had pulled the mixture back. The nose pitched down an estimated 5 degrees in his opinion in order to gain airspeed, and the airplane banked to the right an estimated 30 degrees. He didn’t think the nose was low enough to maintain airspeed. He knew the airplane was too low to return and perceived the airplane was flying slow. He lost sight of the airplane behind trees then heard the impact. He reported there was no sputtering, no smoke, and the engine suddenly went from running to quitting. Had it sputtered he would have been able to hear that. He also said that he did not see any parts separate from the airplane. After hearing the crash he drove to the scene and when he arrived there, sheriff’s office personnel were already on-scene tending to the occupants.

Another pilot rated witness located at the operator’s facility reported looking outside the window and saw the airplane in a nose-high pitch attitude and right bank estimated to be between 60 and 70 degrees. The witness then reported that the airplane began “dropping fast” to the right. He kept watching but the airplane disappeared behind trees.

PERSONNEL INFORMATION

The pilot, age 45, held a private pilot certificate with airplane single engine land rating issued January 1, 2000, and held a 2nd class medical certificate issued October 7, 2009.

Review of the pilot’s pilot logbook revealed the first flight logged was March 5, 1999, and the last flight logged was January 11, 2010; he logged a total time of 468.9 hours. There were no logged flights between November 22, 2003, and October 4, 2008. He only logged flying the accident airplane five times lasting a total of 5.7 hours. All flights in the accident airplane were logged as pilot-in-command. The five flights occurred between December 6, 2009, and December 16, 2009. There was no record of a sign off by a certified flight instructor for instruction in the accident airplane, although the operator reported it was their standard operating procedure to require a checkout.

The pilot’s last flight review in accordance with 14 CFR 61.56 occurred on October 16, 2009.

AIRCRAFT INFORMATION

The airplane was manufactured in 1974 by Beech Aircraft Corporation as model C23, and was designated serial number M-1622. It was powered by a 180 horsepower Lycoming O-360-A4J engine and equipped with a Sensenich fixed pitch propeller.

Review of the maintenance records revealed the airplane was last inspected in accordance with an annual inspection on April 10, 2009, and the last 100-Hour inspection was performed on August 12, 2009. The airplane total time at the annual and 100-hour inspections were recorded to be 5,841.8 and 5,939.79 respectively. The airplane total time at the time of the accident was approximately 6,003 hours.

Further review of the maintenance records from the first entry related to certification after manufacturing, to the last entry dated February 23, 2010, revealed no direct entry indicating the fuel selector valve was removed and replaced or repaired. The manufacturer of the valve reported there is no required overhaul interval; the part is an on condition part.

METEOROLOGICAL INFORMATION

A surface observation weather report taken at GIF at 0853, or approximately 34 minutes before the accident indicates the wind was from 330 degrees at 13 knots, clear skies existed. The temperature and dew point were 7 and minus 2 degrees Celsius respectively, and the altimeter setting was 30.09 inches of Mercury.

WRECKAGE AND IMPACT INFORMATION

Examination of the accident site revealed that the airplane first ground contact was located on a grass median between the east and westbound lanes of 92. The next ground contact was noted to be with concrete curbing on the south edge of the westbound lanes. A ground scar on the two westbound lanes was oriented on a magnetic heading of 045 degrees. Two parallel oriented ground scars consistent with propeller blade contact were noted in beginning area of the road ground contact location. The distance between the two was noted to be 57.5 inches. The airplane came to rest approximately 103 feet from the concrete curb contact location.

Examination of the wreckage revealed the airplane came to rest in a ditch located on the north side of the westbound lanes of 92. The right wing was separated at the wing root and also at the outboard edge of the fuel tank; the left wing remained connected by one aileron flight control cable, electrical wires and the brake line. The fuselage was resting on its left side, and the aft fuselage was separated approximately 4 feet 6 inches aft of the main spar. The firewall with attached engine mount, engine, and propeller were separated but found in close proximity to the main wreckage. All components necessary to sustain flight were found in close proximity to the main wreckage. Examination of the flight control system for roll, pitch, and yaw revealed no evidence of preimpact failure or malfunction. No obstructions of the fuel supply system were noted from either fuel tank to the engine compartment, and no obstruction of the fuel vent system was noted. The flaps were retracted.

Examination of the cockpit revealed the ignition switch was in the both position, and the short end of the fuel selector handle which points to the tank selected was in the off range. No air could be blown thru the valve in the as-found position of the valve. The fuel selector valve, handle, plastic shroud and guard were retained for further examination. The throttle quadrant which separated from the structure was examined and the throttle cable was separated from the end fitting at the throttle quadrant. The other end of the cable remained secured to the carburetor. The throttle cable was retained for further examination. The carburetor heat was cold, and the mixture control was 2 inches back from full rich. The mixture and carburetor heat control cables remained secured to their respective attach points in the engine compartment.

Visual examination of the engine revealed the carburetor bowl contained approximately 1 ounce of blue colored fuel consistent with 100 low lead (100LL). All engine controls remained attached to their respective lever arms. The throttle valve, mixture control, and carburetor heat controls were found in the mid-range position. Examination of the spark plugs exhibited gray color combustion deposits. The top spark plugs exhibited advanced wear, while the bottom spark plugs exhibited slight wear. The gap settings for all spark plugs were normal. Borescope examination of each cylinder revealed no anomalies. Crankshaft, camshaft, and valve train continuity was confirmed. The engine with attached engine mount was placed on a test stand for an attempted engine run and a test club propeller shorter in diameter than the accident propeller was installed. The engine was started and operated. During the test run a magneto drop of 200 rpm was noted from one of the magnetos. The top spark plugs from the Nos. 2 and 4 cylinders were replaced and the engine was restarted. The magnetos were checked and the left and right decreased 150 and 200 rpm, respectively. The oil pressure was normal during the engine run and the idle was smooth at 650 rpm. Both magnetos were retained for further examination.

Examination of the propeller revealed one blade was bent aft approximately 180 degrees and exhibited course chordwise scratches on the blade tip. The other blade was bent aft approximately 30 degrees with leading edge twist towards low pitch, and chordwise scratches at the tip. The blade also exhibited spanwise scratches inboard of the tip.

MEDICAL AND PATHOLOGICAL INFORMATION

Postmortem examinations of the pilot and passenger were performed by the Office of the District Medical Examiner, Winter Haven, Florida. The cause of death for both was listed as “Blunt Impact to Head and Torso.”

Forensic toxicology was performed on specimens of the pilot by the FAA Bioaeronautical Sciences Research Laboratory (CAMI), Oklahoma City, Oklahoma, and also by the University of Florida Diagnostic Reference Laboratories (University of Florida). The toxicol...