N9448Q

HISTORY OF FLIGHT

On April 1, 2012, about 1600 central daylight time, a Beech 58, N9448Q, registered to and operated by a private individual, crashed shortly after takeoff from Woosley Field Airport (96KY), Calhoun, Kentucky. 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 96KY to Madisonville Municipal Airport (2I0), Madisonville, Kentucky. The airplane sustained substantial damage and the private pilot, the sole occupant was fatally injured. The flight was originating at the time of the occurrence.

The purpose of the flight was for the pilot to fly to 2I0 for fuel.

Two witnesses reported to the Federal Aviation Administration (FAA) inspector-in-charge (IIC) that they observed the airplane takeoff and noted the airplane became airborne before being abeam a building on the north side of the runway. One witness also reported that after becoming airborne and before reaching tree height, the wings rocked then returned to wings level. The witness reported the airplane turned left and flew over trees on the south side of the runway. The witnesses who were familiar with the pilot reported he “always” flew past the departure end of the runway then turned to fly over the neighborhood, and they considered it strange for him to turn before reaching the end of the runway.

Another witness reported observing the accident airplane being taxied to the approach end of runway 27, followed by staying there for a longer than normal period of time. While there, the witness heard run-up of the engines followed by seeing the airplane being positioned into alignment for takeoff. The witness further stated the airplane was on the takeoff roll and appeared to get airborne faster than normal. The witness estimated that the airplane became airborne abeam the pilot’s house, then she lost sight of the airplane but heard what she thought was the sound of an impact. She went inside her house and listened to her local scanner and heard nothing about the crash. Because she did not see any smoke, and not believing the airplane had crashed, she did not immediately report the crash. About 2246 that evening, she called the McClean County 911 Center, and reported observing the airplane takeoff.

Later that same day, because the pilot did not return as expected, a search was initiated. The wreckage was located about 2330.

PERSONNEL INFORMATION

The pilot, age 46, held a commercial pilot certificate with ratings airplane single land and instrument airplane. He also held a private pilot certificate with airplane multi-engine land rating which was limited to visual flight rules only. He was issued a third class medical certificate with no limitations or restrictions on April 30, 2010.

Review of the pilot’s third logbook that begins with an entry dated May 29, 2010, and ends with an entry dated December 10, 2011, revealed the carry forward time on the first page was recorded to be approximately 1,609 hours. Between those dates, he logged a total of approximately 138 hours, of which, approximately 117 hours were in multi-engine airplanes. Of the 117 hours in multi-engine airplanes, approximately 2 hours were logged in the accident airplane on the date of his airplane purchase (December 10, 2011). The approximately 2 hours of flight were from Middlesboro-Bell County Airport (1A6), Middlesboro, Kentucky, to the Madisonville Municipal Airport (2I0), Madisonville, Kentucky. The airplane hour meter reflected that the airplane had been operated approximately 5 hours since the pilot’s purchase on December 10, 2011.

A certified flight instructor reported that during the flight on December 10, 2011, the accident pilot had performed all of the maneuvers required for a flight review, so he endorsed the pilot logbook.

The pilot’s wife reported that her husband did not have any significant health issues. Review of his medical file from FAA located in Oklahoma City, Oklahoma, revealed he had not previously reported any heart issues.

AIRCRAFT INFORMATION

The airplane was manufactured in 1972 by Beech Aircraft Corporation as model 58, and was designated serial number TH-204. It was powered by two 285 horsepower Continental Motors, Inc., IO-520-C engines and equipped with Hartzell constant speed propellers.

The airplane was equipped with 172 gallon total capacity bladder type fuel tanks of which 166 gallons are usable. Each wing contained three interconnected fuel cells for a total capacity of 86 gallons per wing. The fuel cells consist of an inboard leading edge baffled cell, an outboard leading edge cell in which the fuel filler cap is installed, and a box section cell. Each wing fuel system has 3 drains consisting of one in the inboard aft section of the inboard leading edge baffled cell, the fuel strainer drain, and a drain in the aft inboard section of the box section cell.

The fuel system is an off/on/crossfeed selectable arrangement controlled from the cockpit via cable to a valve located in each respective wheel well. With the fuel selector in the on position, each engine receives its fuel supply from the inboard baffled cell, to the selector valve, strainer, airframe electric boost pump, then to the engine-driven fuel pump on the accessory section of the engine.

Review of the maintenance records that begin with the standard airworthiness certificate issuance entry in the 1st airframe logbook dated February 23, 1972, to the last entry in the 4th airframe logbook dated December 9, 2011, revealed only 1 entry specifically referencing replacement or repair of the fuel filler caps. The entry, dated July 2, 2010, indicates the left fuel cap was replaced with a serviceable unit and a new packing part number (P/N) MS29513-338 was installed; the hour meter reading at that time was recorded to be approximately 778. There was no entry in the maintenance records indicating the right fuel cap was repaired, replaced, or overhauled since the airplane was manufactured.

The airplane was last inspected in accordance with an annual inspection on December 9, 2011, which was 1 day before the pilot purchased the airplane. The airplane total time at the time of the annual inspection was recorded to be approximately 5,542 hours, and the hour meter reading was 784.

The mechanic who performed the last annual inspection of the airplane reported he used 14 CFR Part 43 Appendix D and the Beech 100-Hour or Annual Long Form Inspection Guide as references; however, he did not keep the copy of the Beech 100-Hour or Annual Long Form Inspection Guide which he marked on during the inspection signifying compliance with each inspection item. The mechanic further stated that discrepancies noted during the inspection were annotated on the invoice he provided to the airplane owner and subsequently to NTSB. A statement from the mechanic is an attachment to the public docket for this case.

The hour meter reading at the time of the accident was approximately 789.

METEOROLOGICAL INFORMATION

A surface observation weather report taken at Owensboro-Daviess County Airport (OWB), Owensboro, Kentucky, on the day of the accident at 1556 hours local, or approximately 4 minutes before the accident indicates the wind was from 230 degrees at 11 knots with gusts to 16 knots, the visibility was 10 miles, and scattered clouds existed at 8,500 feet. The temperature and dew point were 31 and 17 degrees Celsius, respectively, and the altimeter setting was 29.68 inches of Mercury. The accident site was located about 205 degrees and 13 nautical miles from OWB.

AIRPORT INFORMATION

The Woosley Field Airport (96KY) is a private airstrip owned by the pilot and is equipped with a single grass runway oriented 09/27, which is listed as being 1,800 feet in length and 100 feet wide. The airport elevation was reported to be an estimated 465 feet. A steep drop-off in terrain elevation from the runway elevation was noted beyond the departure end of runway 27.

Trees border the south side of the runway beginning at 37 degrees 33.146 North latitude and 087 degrees 16.360 minutes West longitude. Inspection of the trees revealed no evidence of tree contact.

Inspection of the airstrip and hangar on April 3, 2012, revealed no airplane parts on the runway and no evidence of fuel storage. Further inspection of the airstrip revealed tie down stakes associated an outside parking space; the pilot’s stepson reported his stepfather would park the airplane outside if intended to be flown soon.

WRECKAGE AND IMPACT

The airplane impacted in a wooded area and came to rest inverted with the empennage elevated; the airplane was resting on a magnetic heading of approximately 250 degrees. The accident site was located at 37 degrees 33 minutes 03.9 seconds North latitude and 087 degrees 16 minutes 37.2 seconds West longitude, or approximately 1000 feet and 225 degrees from the departure end of runway 27.

Examination of the airplane revealed all components necessary to sustain flight remained attached or were in close proximity to the main wreckage. There was no in-flight or postcrash fire noted. Flight control cable continuity was confirmed for roll, pitch, and yaw; the elevator and rudder flight control cables were cut to facilitate recovery of the airplane. All primary and secondary flight control surfaces remained attached at their respective attach points. Both engines remained attached and the right propeller remained attached to the engine while the left propeller was separated from the engine but found in the area of the left engine. The landing gear was extended and the flaps were symmetrically extended approximately 15 degrees (approach setting). Both engines were removed and retained for further examination.

Examination of the fuel system of left wing revealed a section of the outer fuel cell with attached fuel cap was separated; no fuel was detected in the remaining cells of the wing. An aluminum fuel line from th...