N5176C

HISTORY OF FLIGHTOn May 2, 2015, about 1015 central daylight time, a Beech B35 airplane, N5176C, was substantially damaged when it collided with a powerline and then the ground shortly after takeoff from Orange County Airport (KORG), Orange, Texas. The private pilot and flight instructor were seriously injured. The airplane was registered to Webb Real Estate Investments Inc. and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as an instructional flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The local flight was originating at the time of the accident.

According to one witness at the airport, the airplane taxied out and conducted an engine run-up. The witness estimated that the airplane was on the ground for 30 to 45 minutes. He did not hear anything abnormal during the run-up – the witness did not see the takeoff.

Several witnesses, located to the east of the airport, observed the airplane wings "rocking" back and forth just prior to the impact with the power lines and terrain. None of these witnesses reported hearing anything unusual.

The airplane impacted terrain ½ mile from the departure end of runway 4.

In a telephone conversation with the pilot immediately following the accident, he stated he did not recall anything about the accident flight. Despite several attempts by the Investigator in Charge, the pilot did not return the National Transportation Safety Board (NTSB) Pilot/Operator Aircraft Accident Report, NTSB 6120.1/2 form. The flight instructor did not recall anything from the accident flight. His NTSB Pilot/Operator Aircraft Accident Report, NTSB 6120.1/2 form was received on July 27, 2015. PERSONNEL INFORMATIONPrivate Pilot

The pilot, age 64, held a private pilot certificate with an airplane single engine land rating. His most recent third class airman medical certificate was issued on December 2, 2014. The certificate contained the limitation "Must wear corrective lenses."

The private pilot's flight logbook was located in the airplane. The logbook contained flight entries from March 26, 2011, through April 19, 2015. The last page with logged flight time had a carryover total time of 885.3 hours. Four flights were logged with a total of 6.3 hours; three flights (5.8 hours) were logged in the accident airplane under dual instruction. He had logged 0.7 hours of ground instruction in "propeller systems, gear systems, and emergency procedures" on April 17, 2015. The pilot had successfully completed the requirements of a flight review on August 23, 2013, and had logged 5 landings within the previous 90 days.

Flight Instructor

The flight instructor, age 66, held an airline transport pilot certificate with an airplane multiengine land rating, and commercial pilot certificate with airplane single engine land, and rotorcraft helicopter ratings, a flight instructor certificate with airplane single, multiengine, and instrument ratings, advanced and instrument ground instructor certificate, and an airframe and power plant mechanic certificate . His most recent second class airman medical certificate was issued on January 20, 2015. The certificate contained the limitation "Must wear corrective lenses."

According to Federal Aviation Administration (FAA) records he had logged no less than 15,620 hours. The flight instructor did not provide his total time, time in the make and model of the accident airplane, or the date of his last flight review. The entries in the private pilot's logbook indicated that the flight instructor had provided the previous instruction in the accident airplane to the private pilot. AIRCRAFT INFORMATIONThe accident airplane, a Beechcraft B35 (serial number D-2375), was manufactured in 1950. It was registered with the FAA on a standard airworthiness certificate for normal operations. A Continental E-225-8 engine rated at 225 horsepower at 2,650 rpm powered the airplane. The engine was equipped with a 2-blade Beechcraft 215-107 propeller.

The airplane was maintained under an annual inspection program. A review of the maintenance records indicated that an annual inspection had been completed on November 12, 2014, at an airframe total time of 6,099.17 hours.

This airplane was equipped with a pressure-type carburetor. In this design the fuel did not flow across the throttle plate, therefore the system was not susceptible to carburetor icing. The airplane was not equipped with carburetor heat – only alternate air in the event that the filter iced over. METEOROLOGICAL INFORMATIONThe closest official weather observation station was Orange County Airport, Orange, Texas (KORG). The elevation of the weather observation station was 13 feet mean sea level (msl). The routine aviation weather report (METAR) for KORG, issued at 1015, reported, wind 340 degrees at 3 knots, visibility 10 miles, sky condition clear, temperature 25 degrees Celsius (C), dew point temperature 12 degrees C, altimeter 30.11 inches.

Calculations of relevant meteorological data revealed the density altitude was 1,143 feet.

A review of the carburetor icing probability chart, located in the FAA's Special Airworthiness Information Bulletin CE-09-35, dated 6/30/2009, revealed that the airplane was operating in an area favorable for the formation of serious carburetor icing at glide power. The plotted point was not near the threat area for icing in pressure-type carburetors. AIRPORT INFORMATIONThe accident airplane, a Beechcraft B35 (serial number D-2375), was manufactured in 1950. It was registered with the FAA on a standard airworthiness certificate for normal operations. A Continental E-225-8 engine rated at 225 horsepower at 2,650 rpm powered the airplane. The engine was equipped with a 2-blade Beechcraft 215-107 propeller.

The airplane was maintained under an annual inspection program. A review of the maintenance records indicated that an annual inspection had been completed on November 12, 2014, at an airframe total time of 6,099.17 hours.

This airplane was equipped with a pressure-type carburetor. In this design the fuel did not flow across the throttle plate, therefore the system was not susceptible to carburetor icing. The airplane was not equipped with carburetor heat – only alternate air in the event that the filter iced over. WRECKAGE AND IMPACT INFORMATIONThe accident site was located in level terrain vegetated with grass. The accident site was at an elevation of 16 feet msl and the airplane impacted on a magnetic heading of 040 degrees.

The main wreckage included the right wing, the left-wing, the fuselage, and the engine and propeller assembly. Both wings remained attached to the fuselage. The engine partially separated at both upper engine mounts.

The cabin of the airplane was impact damaged and the occupiable space of the cabin was not compromised or reduced except for at the floorboard rudder pedals. The forward wind screen was broken on the left side and was impact damaged. The throw over single control yoke was impact damage and separated. The damage was consistent with the yoke being on the pilot's side at the time of impact and separation. The instrument panel was impact damaged. The turn coordinator glass was impact damaged. The magneto key was found in the "both" position. The throttle control was about 1 inch out. The propeller control was impact damaged and the mixture control was full rich.

The leading edge of the right wing was crushed, torn, and wrinkled. A 4-foot section of the leading edge of the wing about mid span was torn and separated. The right aileron separated at the outboard hinge and was bent and wrinkled. The inboard trailing edge of the right flap was bent up. The right main landing gear was retracted and secured within the wheel well. Control continuity for the aileron was confirmed from the flight control inboard to the control yoke. The outboard bottom portion of the right wing contained witness marks consistent with a wire strike.

The left-wing was bent up and diagonally wrinkled about mid span. The skin along the leading edge was crushed and wrinkled. The inboard trailing edge of the flap was torn. The left aileron remained attached and was wrinkled. Control continuity for the aileron was confirmed from the flight control inboard to the control yoke. Discoloration on the leading edge of the left wing was consistent with arcing.

The empennage was partially separated from the airframe. A small section was cut for recovery purposes. The emergency locator transmitter was in the "On" position and was shut off by the airport manager following the accident. The elevator/rudder control continuity was confirmed from the separation point aft to the control surfaces. The separation points on all but one of the control cables were consistent with overload and impact damage. One cable was cut during the recovery process.

The upper and lower skin on the left elevator/rudder was wrinkled. The flight control was unremarkable. The right elevator/rudder was unremarkable. The skin on the fuselage from the separation point to the empennage was wrinkled on both sides.

The propeller assembly remained attached to the engine at the propeller flange. The upper and lower cowling and firewall were wrinkled and torn. One lead on the right magneto harness was impact damaged. Fuel was observed in the lines up to the fuel pump. The upper bank of spark plugs were removed and appeared new. No external catastrophic damage was observed on the engine.

The propeller blades were arbitrarily labeled "A" and "B" for identification purposes in the report. Blade A was bent aft about 90° about 12 inches outboard from the propeller hub.

The face of the propeller blade at the bend was abraded. The propeller was otherwise unremarkable. The spinner of the propeller was crushed on the bottom. Blade B was bent aft slightly and exhibited witness marks along the face of the blade consistent with a wire s...