N55NE

HISTORY OF FLIGHTOn July 24, 2016, about 1500 central daylight time, a Beech 95-B55 airplane, N55NE, impacted terrain near Leshara, Nebraska. The commercial pilot and the designated pilot examiner were fatally injured, and the airplane was substantially damaged. The airplane was owned by the United States Air Force and operated by the LeMay Aero Club under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91 as an airline transport pilot (ATP) checkride. Visual meteorological conditions prevailed for the flight, and flight following services were provided. The local flight departed from the Millard Airport (KMLE), Omaha, Nebraska, about 1430.

According to radar and air traffic communication information obtained from the Federal Aviation Administration (FAA), at 1433, the pilot contacted air traffic control and reported departing from KMLE. At the pilot's request, the controller cleared the flight to proceed to and enter the west practice area.

Radar tracked the flight as it transitioned into the west practice area, which was located about 17 miles northwest of KMLE. The airplane made a level, left 360° turn followed by a level, right 360° turn. The airplane then tracked north-northwest and began slowing while at 5,500 ft mean sea level (msl). The airplane drifted slightly left as it slowed. At 1458:10, the airplane was at 5,500 ft msl, and 9 seconds later, it was at 4,700 ft msl, indicating that it was descending at a rate of about 5,000 ft per minute (fpm). Ten seconds after that, the airplane was at 3,600 ft msl and had reversed heading. The last radar return with an associated altitude occurred 9 seconds later when the airplane was at 2,500 ft msl, indicating that it was descending at a rate of about 6,000 fpm. No distress calls were received from the airplane.

A private-pilot-rated witness near the accident site heard an airplane and then heard "the engine[s] drop to idle" for about 2 to 3 seconds. The engine sound then increased for about 5 seconds. He heard sputtering and then the sound decreased again. At that point, the witness looked for the airplane and saw it "descending in a spiral, nose pointed downward, like a stall spin." The witness lost sight of the airplane as it descended behind trees and buildings; as he ran to go inside to notify emergency services, he heard the impact and saw black smoke. PERSONNEL INFORMATIONCommercial Pilot

The commercial pilot, age 27, held a commercial pilot certificate with ratings for airplane single-engine land, airplane multi-engine land, and instrument airplane. He was issued a first-class medical certificate on May 19, 2016, with the limitation "must wear corrective lenses." He was a US Air Force pilot based at Offutt Air Force Base in Omaha and his most recent flight review was completed in a military Boeing RC-135 airplane on June 28, 2016. He had accumulated military flight experience of 672.6 hours in RC-135s and 265.1 hours as a military student pilot. His civilian pilot logbook had 7 entries from July 6 to July 23, 2016. According to the times entered, the pilot had flown at least 14.3 hours in the accident airplane.

Designated Pilot Examiner (DPE)

The designated pilot examiner (DPE), age 61, held an ATP certificate with ratings for airplane single-engine land, airplane multi-engine land, and instrument airplane. He also held a flight instructor certificate with ratings for airplane single-engine land, airplane multi-engine land, and instrument airplane. In addition, he was a ground instructor and a DPE. He was employed as a flight instructor and DPE for the LeMay Aero Club. His pilot logbook was not made available during the investigation. A Contractor Crewmember Record, Department of Defense Form 1821, indicated that the DPE's total flight experience as of July 15, 2016, was 12,777 hours of which 10,799 hours were in multi-engine airplanes. On the form, the DPE listed a combined time in Beech 95-B55 and Cessna 310 airplanes of 412 hours of which 271 hours were as an instructor. His most recent flight review was conducted in a Fairchild Swearingen SA227 on July 15, 2016. He was issued a first-class medical certificate on March 24, 2016, with the limitation "must wear corrective lenses." AIRCRAFT INFORMATIONThe airplane was manufactured in 1968 as a Beechcraft T-42A Cochise, serial number TF-5. It was acquired by the LeMay Aero Club in December 1988 and registered with the FAA as a Beechcraft 95-B55. According to the Aero Club, the airplane logbooks were kept in the airplane. Fire-damaged logbooks were located in the wreckage. According to the logbooks, the airplane's last inspection was a 100-hour inspection completed on July 16, 2016. As of the date of this inspection, the airframe had accumulated 16,066 total hours, and each engine had accumulated 2,128 total hours and 434 hours since overhaul.

The airplane was equipped with two auxiliary fuel tanks. The fuel pickup points for the auxiliary tanks are located in the forward inboard corners of the tanks. According to the airplane operator's manual, the auxiliary fuel and crossfeed systems are for use in level flight only.

Regarding the stall warning indicator, the airplane operator's manual states, "As an impending stall is approached, a stall warning indicator triggered by a sensing vane in the left wing sounds a warning horn while there is ample time for the pilot to correct his attitude."

The performance specifications and limitations section of the manual states that the single-engine minimum controllable airspeed is 80 knots (kts), and the power-off stall speed for a 5,100-pound airplane in level flight with landing gear and flaps extended is 51 kts. According to14 CFR 23.149, the single-engine minimum controllable airspeed is defined as the calibrated airspeed at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the airplane with that engine still inoperative, and thereafter maintain straight flight at the same speed with an angle of bank of not more than 5°.

The normal operating procedures section of the manual states, in part:

The T-42A airplane is intended for only nonaerobatic passenger and cargo operations. Only those maneuvers incidental to NORMAL flying include[ing] stalls (except whip stalls) and turns in which the angle of bank does not exceed 60° are permitted. During a normal stall approach, a slight buffeting will provide a sufficient warning to permit a normal recovery; the severity of this warning will increase slightly with power on. In addition, the stall warning indicator gives aural indication of an impending stall approximately 5 to 10 mph (4 to 9 kts) above the actual stall. If a spin is entered inadvertently, cut the power on both engines. Apply full rudder opposite the direction of rotation and then move elevator forward until rotation stops. When the controls are fully effective, bring the nose up smoothly to a level flight attitude. Don't pull out too abruptly. AIRPORT INFORMATIONThe airplane was manufactured in 1968 as a Beechcraft T-42A Cochise, serial number TF-5. It was acquired by the LeMay Aero Club in December 1988 and registered with the FAA as a Beechcraft 95-B55. According to the Aero Club, the airplane logbooks were kept in the airplane. Fire-damaged logbooks were located in the wreckage. According to the logbooks, the airplane's last inspection was a 100-hour inspection completed on July 16, 2016. As of the date of this inspection, the airframe had accumulated 16,066 total hours, and each engine had accumulated 2,128 total hours and 434 hours since overhaul.

The airplane was equipped with two auxiliary fuel tanks. The fuel pickup points for the auxiliary tanks are located in the forward inboard corners of the tanks. According to the airplane operator's manual, the auxiliary fuel and crossfeed systems are for use in level flight only.

Regarding the stall warning indicator, the airplane operator's manual states, "As an impending stall is approached, a stall warning indicator triggered by a sensing vane in the left wing sounds a warning horn while there is ample time for the pilot to correct his attitude."

The performance specifications and limitations section of the manual states that the single-engine minimum controllable airspeed is 80 knots (kts), and the power-off stall speed for a 5,100-pound airplane in level flight with landing gear and flaps extended is 51 kts. According to14 CFR 23.149, the single-engine minimum controllable airspeed is defined as the calibrated airspeed at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the airplane with that engine still inoperative, and thereafter maintain straight flight at the same speed with an angle of bank of not more than 5°.

The normal operating procedures section of the manual states, in part:

The T-42A airplane is intended for only nonaerobatic passenger and cargo operations. Only those maneuvers incidental to NORMAL flying include[ing] stalls (except whip stalls) and turns in which the angle of bank does not exceed 60° are permitted. During a normal stall approach, a slight buffeting will provide a sufficient warning to permit a normal recovery; the severity of this warning will increase slightly with power on. In addition, the stall warning indicator gives aural indication of an impending stall approximately 5 to 10 mph (4 to 9 kts) above the actual stall. If a spin is entered inadvertently, cut the power on both engines. Apply full rudder opposite the direction of rotation and then move elevator forward until rotation stops. When the controls are fully effective, bring the nose up smoothly to a level flight attitude. Don't pull out too abruptly. WRECKAGE AND IMPACT INFORMATIONThe airplane impacted a bean field about 17 miles northwest of KMLE. A postimpact fire consumed a majority of the fuselage and the inboard portions of both wings. The left propeller had separated from the...