N6BS

HISTORY OF FLIGHTOn November 4, 2012, approximately 1800 central standard time, N6BS, a twin-engine Cessna 310 airplane, was substantially damaged when it collided with trees and terrain near Stotts City, Missouri. The commercial pilot and the pilot rated passenger were fatally injured. The airplane was registered to and operated by the pilot rated passenger. No flight plan was filed for the flight that originated from the Monett Regional Airport (HFJ), Monett, Missouri, about 1735, and destined for a private airstrip in Miller, Missouri. Night visual meteorological conditions prevailed for the repositioning flight conducted under 14 Code of Federal Regulations Part 91.

According to a pilot rated witness, the airplane's right engine was recently overhauled and the accident flight was the first flight after the new engine was installed. He said the pilots had originally planned to fly to Miller on November 2nd, but had to postpone the flight because the left main landing gear brake was "soft" during the engine run-up. In addition to the left main landing gear brake problem, the nose landing gear strut was also flat.

According to the mechanic, who was hired to overhaul the engine, the pilot rated passenger asked him if he would fix the nose gear strut. The mechanic told him it would take at least a day to complete the repair. Since the owner planned to fly the airplane to Ohio later that week for a corrosion inspection; he told the mechanic he would have the gear fixed then. In the meantime, he would fly with the landing gear extended because he was concerned the gear would get stuck in the nose well. As a temporary fix, the mechanic used shop-air provided by the Monett Airport manager to inflate the nose gear strut.

The witness stated that the flight was re-scheduled for November 4th and he met both pilots at the Monett airport around 1700. During the preflight inspection, the pilots noted the nose gear strut was flat again and there was another discussion about keeping the gear extended for the flight. The two pilots boarded the accident airplane, started the engines, and taxied toward the runway. The airplane stopped on the taxiway and the engines were run-up three or four times. He said the pilots then taxied back to the hangar and shut the engines down. The pilot exited the airplane and said the right propeller was not "feathering" and needed to be fixed. The passenger called the same mechanic and asked him if he could look at the problem. The mechanic arrived 30-40 minutes later and opened the right inboard cowling on the right engine. About five minutes later, the mechanic said they were, "Good to go."

According to the mechanic, the pilot rated passenger called him at 1648 and told him that the right propeller control lever was not moving smoothly through its full range of travel. There was no mention that the propeller was not feathering. The mechanic said he was surprised that they were planning to do an engine flight test at night. About 30-40 minutes later he arrived at the Monett airport and opened up the right inboard cowling for the right engine. The mechanic asked one of the pilots to move the propeller control lever in the cockpit through its full range of travel. The mechanic said the arm on the propeller governor moved smoothly from stop to stop as the lever was moved. He told one of the pilots to adjust the friction lock for the lever, which eased the tightness of the lever. He also noticed the nose gear strut was flat again.

The witness said he heard the pilot and passenger discussing if they should postpone the flight because it was getting dark. They were originally going to make a few circuits around the traffic pattern before they flew to Miller. However, since they were delayed they agreed to just fly to Miller.

The pilots got back in the accident airplane; the pilot passenger sat in the front left seat and the pilot sat in the front right seat. Both engines started normally and the airplane taxied toward the runway where another long engine run-up on the taxiway was conducted, which included cycling the propeller several times. The witness also noted that only the airplane's beacon lights were turned on.

The mechanic also observed the airplane before it departed and provided a similar account of the engine run-up. He also confirmed that only the beacon lights were turned on.

After the accident airplane departed runway 18, the witness departed in another airplane and followed them to Miller, which was 24 miles north of Monett. The witness planned to fly the pilot and pilot rated passenger back to Monett after they dropped off the accident airplane.

The mechanic said that he was surprised when he saw the airplane heading north toward Miller because he thought they were going to stay in the traffic pattern to test the engine. He then called his assistant, who lived at the private airstrip in Miller, and told him that the accident airplane was headed that way.

In an interview, the assistant said he received a call from the mechanic at 1738. He was surprised that anyone would attempt to land on an unlighted grass airstrip at night. The assistant said that by the time he and his girlfriend walked over to the runway, he could see the airplane approaching from the west. Only the airplane's beacon lights were turned on and he could not tell if the landing gear were extended because it was too dark. The airplane was approximately 500 to-800 feet above the ground and in a level flying attitude. The assistant said both engines sounded normal and there was "nothing indicating any distress." The airplane then made a smooth right turn toward the south and maintained a constant altitude. As the airplane turned south, the assistant said he got a call from the owner of the airstrip asking if he would bring a fire extinguisher out to the airplane when it landed. The assistant said he grabbed a nearby extinguisher, but the airplane never returned.

The witness said that after he departed Monett airport, he established communication with the other pilots via a common air-to-air traffic frequency and made visual contact with the accident airplane. While en route, noted that the accident airplane was not on course for the private airstrip. The pilot rated passenger asked if they were heading in the right direction and the witness said they needed to correct 20-30 degrees back to the left. Shortly after, the pilot rated passenger said that "fuel or oil" was coming out of the right engine. He asked the witness to arrange for a fire extinguisher to be available when they landed, which he did. A few minutes later, the pilot rated passenger asked the witness where the private airstrip was located, and the witness told him they were "right on top of it." The pilot rated passenger then said they were losing oil pressure and were returning to Monett, followed by, "We shut the engine down." The witness responded, "Ok, I'll follow you." At this time, the witness said the accident airplane was turning from crosswind to downwind approximately 800-900 feet above the ground over the private airstrip. The witness said he then flew up along the right side of the accident airplane and noted that there was no smoke or fire coming from the engine. The witness then trailed back and to the right. He could not recall if the landing gear were extended, but did recall that the light on the nose gear was turned on.

According to the witness, when the accident airplane was approximately 1 mile south of the private airstrip, the passenger announced, "110 knots" over the radio frequency. About 30 seconds later, the passenger said they were having trouble gaining altitude followed by they were not able to maintain altitude. The passenger then asked the witness for a vector to Mount Vernon Airport. The witness responded that it was 127 degrees and 4 miles, and he turned the runway lights on for them. The passenger again informed the witness that they were not able to maintain altitude. The witness said he could see the airplane losing altitude and advised them that Interstate 44 was one mile ahead. The pilot then announced they were going to land on the interstate.

The witness said the accident airplane continued to lose altitude. The passenger then said, "Oh my God, I think we are going to crash." This statement was followed by, "We're going to crash." The witness said he saw the light on the accident airplane's nose gear illuminate the trees in front of them. Then the nose of the airplane pitched up, rolled slightly to the right, and then pitched forward, followed by flames and a fireball.

Several people on the ground also witnessed the accident. One witness stated that he was at his home located about 1 mile northeast of the accident site when he first heard the airplane. He ran out on to his porch and established visual contact with the airplane. The airplane was descending toward the south, and the wings were "rocking" side to side. He said a bright "spotlight" was turned on at the bottom of the airplane. The witness, who was a diesel engine mechanic, said it sounded like only one of the airplane's engines was running, but he could not confirm which engine. He described the sound of the engine as revving up and down as if the pilot was "jockey-ing" the throttle. There was no smoke or fire trailing behind the airplane. The airplane then "dropped down" toward trees and the "throttle went wide open." Finally, the airplane "leaned off to the side" and he heard the sound of the airplane impacting the trees followed by two explosions. The witness saw a large cloud of black smoke and immediately went to the accident site.

A second ground witness stated that he was walking out of the woods after hunting about 6-7 miles north of the accident site when he saw two airplanes flying south and were about 100 yards apart from each other. He said there was no smoke or fire trailing either airplane and both had their lights ...