YV1674

HISTORY OF FLIGHTOn February 11, 2015, at 1439 eastern standard time, a Beech 1900C, Venezuelan registration YV1674, registered to and operated by Aeropanamericano, C.A., was destroyed during collision with terrain and a postcrash fire, following a loss of propeller thrust during takeoff from Miami Executive Airport (KTMB), Miami, Florida. The two foreign certificated pilots and two passengers were fatally injured. The repositioning flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the planned flight to Providenciales International Airport (MBPV), Providenciales, Turks and Caicos.

Review of radar and communication data from the Federal Aviation Administration (FAA), in addition to the cockpit voice recorder (CVR), revealed that the flightcrew started the engines at 1427:35 and began to taxi to runway 27L at 1432. At 1434:23, the air traffic controller asked the flightcrew if they were going to do a run-up. The flightcrew responded affirmative; however, subsequent recorded conversation between the flightcrew did not reveal any intelligible reference to a checklist and at 1436:08, a flightcrew member stated "prepare for takeoff now." The flight was cleared for takeoff at 1436:44 and then engine power increased at 1437:22. The flightcrew conversation included "(airspeed) alive" at 1437:38, "V-1" at 1437:51, and "rotate" at 1437:52. About 2 seconds later, at 1437:54, a sound was recorded consistent with a decrease in propeller rpm followed by "engine is lost" at 1437:56. The CVR also captured the sound of the landing gear retracting at 1438:03.

At 1438:13, the flightcrew reported an engine failure to air traffic control. The controller asked the flightcrew if they would like to return to the airport and they replied affirmative. The controller then offered a 180-degree turn to runway 9R and the flightcrew requested a traffic pattern to runway 27L, which the controller approved with left turns in the pattern. At 1438:56, the flightcrew reported that they needed to turn left downwind and the controller cleared them to land on runway 9R. An enhanced ground proximity warning sound was recorded at 1438:58, followed by a terrain warning at 1439:01 and a stall warning horn at 1439:04. No further communications were received from the accident flight and the CVR recording ended at 1439:20.

Review of radar data revealed that six targets were recorded during the accident flight. The first target was recorded at 1438:18, at an altitude of 200 feet mean sea level (msl) about 1,000 feet beyond the departure end of runway 27L. The next three targets indicated a slight left turn at 300 feet msl. The fifth target indicated a continued slight left turn at 200 feet msl. The last target was recorded at 1439:19, at 100 feet msl, next to a utility pole that was struck. Witnesses observed the airplane flying low, with the left wing down and the left propeller turning slower than the right propeller, before the airplane impacted the utility pole. PERSONNEL INFORMATIONThe pilot held a Venezuelan pilot and medical certificate. According to logbook excerpts and information from the operator, the pilot had accumulated a total flight experience of approximately 19,053 hours; of which, 17,860 hours were in multiengine airplanes. The operator added that of the total hours, the pilot had accumulated 1,476 hours in Beech 1900s with the company since 2006. The operator further reported that the pilot had accumulated additional Beech 1900 experience prior to employment, but they did not have information as to the number of hours.

The co-pilot held a Venezuelan pilot and medical certificate. He also held an FAA airline transport pilot certificate and first-class medical certificate, dated November 14, 2014. According to logbook excerpts and information from the operator, the co-pilot had accumulated a total flight experience of approximately 9,529 hours; of which 5,184 hours were in multiengine airplanes. The operator added that of the total hours, the co-pilot had accumulated 152 hours in Beech 1900s with the company since 2012. The operator further reported that the co-pilot had accumulated additional Beech 1900 experience prior to employment, but they did not have information as to the number of hours. AIRCRAFT INFORMATIONThe 21-seat, twin-engine, low-wing, retractable gear airplane, serial number UC-47, was manufactured in 1988. It was powered by two Pratt and Whitney Canada PT6A-65B, 1,100 horsepower engines, equipped with four-blade, controllable-pitch, Hartzell HC-B4MP-3A propellers. The airplane was maintained under a manufacturer's approved inspection program. Review of maintenance records revealed that the airplane's most recent inspection was completed on February 2, 2015. At that time, the airframe had accumulated 35,373 total hours of operation. The left engine had been operated for 2,305 hours since overhaul and the right engine had been operated for 3,449 hours since overhaul.

On February 9, 2015, the left engine propeller was removed for overhaul and replaced with another overhauled propeller. The accident flight was the first flight after the overhauled propeller was installed on the left engine.

During an interview, the aviation maintenance technician (AMT) that removed and replaced the left engine propeller stated that the pilots reported problems with the left engine propeller on February 7, 2015. Specifically, the pilots reported that the propeller was not achieving the correct power setting or pitch angle. The AMT further stated that he completed the propeller removal and replacement in about 6 hours, which was normal. He followed the airplane maintenance manual and only needed to disconnect the beta arm to perform the work. The AMT subsequently checked his own work and concluded with an operational check of power and performance, which included verifying correct power settings and corresponding blade angles. METEOROLOGICAL INFORMATIONThe recorded weather at KTMB, at 1453, was: wind from 030 degrees at 5 knots; sky clear; visibility 10 miles; temperature 23 degrees C; dew point 10 degrees C, altimeter 29.96 inches of mercury. AIRPORT INFORMATIONThe 21-seat, twin-engine, low-wing, retractable gear airplane, serial number UC-47, was manufactured in 1988. It was powered by two Pratt and Whitney Canada PT6A-65B, 1,100 horsepower engines, equipped with four-blade, controllable-pitch, Hartzell HC-B4MP-3A propellers. The airplane was maintained under a manufacturer's approved inspection program. Review of maintenance records revealed that the airplane's most recent inspection was completed on February 2, 2015. At that time, the airframe had accumulated 35,373 total hours of operation. The left engine had been operated for 2,305 hours since overhaul and the right engine had been operated for 3,449 hours since overhaul.

On February 9, 2015, the left engine propeller was removed for overhaul and replaced with another overhauled propeller. The accident flight was the first flight after the overhauled propeller was installed on the left engine.

During an interview, the aviation maintenance technician (AMT) that removed and replaced the left engine propeller stated that the pilots reported problems with the left engine propeller on February 7, 2015. Specifically, the pilots reported that the propeller was not achieving the correct power setting or pitch angle. The AMT further stated that he completed the propeller removal and replacement in about 6 hours, which was normal. He followed the airplane maintenance manual and only needed to disconnect the beta arm to perform the work. The AMT subsequently checked his own work and concluded with an operational check of power and performance, which included verifying correct power settings and corresponding blade angles. WRECKAGE AND IMPACT INFORMATIONThe airplane came to rest upright in a field against several trees, oriented about a magnetic heading of 110 degrees. The beginning of a debris path was observed near a severed utility pole and scrape marks across the adjacent road were consistent with left wingtip contact. Additionally, sections of the left propeller blades were located near the utility pole and along the debris path, consistent with the left propeller impacting the utility pole as the left wingtip was scraping the ground. The debris path extended about 240 feet, on a magnetic heading of 240 degrees, to the main wreckage.

A postcrash fire consumed a majority of the cockpit and cabin. The horizontal stabilizer, vertical stabilizer, elevator, and rudder remained intact and were charred. The left and right outboard sections of the horizontal stabilizer and elevator were separated consistent with impact damage. The left wing mid-section had been consumed by fire. The left wing inboard flap was retracted and partially consumed by fire. The left wing outboard flap was charred and partially separated. The left aileron separated from the left wing and the left main landing gear was retracted.

The right wing was also partially consumed by fire and the right main landing gear was retracted. The right inboard flap, right outboard flap and right aileron were consumed by fire. The nosegear was also retracted. The elevator trim actuator measured 2 inches, which equated to greater than 15 degrees (off scale) trim tab down. The rudder trim actuator measured 3 inches, which equated to approximately 15 degrees trim tab left (full right rudder). The aileron trim actuator measured 1.93 inches, which corresponded to an approximate neutral setting.

Control continuity was confirmed from the ailerons to the bellcrank at the left wing root. That bellcrank had partially melted and one of the two cables leading to the cockpit had released where the bellcrank melted. The other cable remained attached. Rudder control continuity was confirmed from the rudder pedals, to...