History of Flight
On May 6, 2009, at approximately 1125 eastern daylight time, a Beech K35, registration N111YR, sustained substantial damage during a forced landing after experiencing a loss of engine power during the initial climb from Palm Beach County Airport (LNA) in Lantana, Florida. The certificated commercial pilot and the passenger/owner of the airplane were killed. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 CFR Part 91.
Witnesses at LNA reported that the airplane, which was based at the airport, departed from runway 15, a 3,421-foot-long asphalt runway. After reaching an altitude of 75 to 100 feet above the ground, the engine sputtered or coughed and then quit. The airplane entered a right descending turn back toward the airport with the landing gear extended and the propeller windmilling. It struck two parked, unoccupied airplanes before impacting the ground and colliding with a tractor-trailer container.
Personnel Information
The pilot, aged 68, held a commercial pilot certificate with ratings for airplane single and multiengine land and instrument airplane. He was seated in the front left seat. On his most recent FAA second-class medical certificate application, dated the day of the accident, he reported 2,450 total flight hours, with 15 hours in the previous 6 months. The passenger/owner, who held a private pilot certificate, reported 2,268 total flight hours on his FAA third-class medical certificate application from July 26, 2005. He was seated in the front right seat.
Aircraft Information
The five-seat, low-wing, retractable-gear airplane, serial number D-6081, was manufactured in 1959. It was powered by a Teledyne Continental Motors IO-470-C series 250-horsepower engine with a Beechcraft propeller. The owner/passenger purchased the airplane on July 15, 2005. According to maintenance records, the engine had been disassembled for extensive repair due to spalled cam and lifter bodies on December 5, 2008, and the most recent annual inspection was performed on April 1, 2009. The airplane had operated about 2 hours since the engine repair and about 20 hours in the previous 3 years.
Meteorological Information
A weather observation at 1153 at Palm Beach International Airport, about 5 miles north of the accident site, reported wind from 120 degrees at 9 knots, visibility 10 statute miles, scattered clouds at 3,400 feet, temperature 28°C, dew point 18°C, and altimeter 30.08 inches of mercury.
Wreckage and Impact Information
The airplane came to rest on a heading of about 360 degrees, approximately 100 feet from the initial impact with the parked airplanes and 80 feet from initial ground contact. The ground scar was oriented on about a 280-degree heading. All major components were at the site. The aft 11 feet of structure separated but remained attached via cables; the rest of the airframe was under the trailer. The engine separated at the firewall and was found about 75 feet away. Cockpit engine controls were in the full-forward position. The right wing tip and most of the right aileron separated; the inboard 12 inches of the aileron remained. The right flap was retracted with crushing damage to its spar. The left wing remained attached but had structural compromise. The airplane had a V-tail with ruddervators. The right empennage was intact; the left side had impact damage and a fractured bellcrank. Flight control continuity was confirmed. The throw-over control yoke was locked in the left pilot position.
Fuel system examination revealed the fuel selector was in the left main tank position. Main fuel tanks were topped off with 12.7 gallons of 100 low-lead aviation gasoline before the flight. The left wing fuel tanks were compromised, but a sample from the left inboard drain showed no contamination. Right wing fuel tanks were intact, and fuel samples were clear. The propeller remained attached; one blade straight with minor damage, the other bent mid-span with ground scratches.
Initial engine examination found no catastrophic malfunctions. The idler gear support pin was backed off from its mounting position. The fuel pump, fuel servo, and both magnetos were attached. Hand rotation of the engine produced rocker arm movement, thumb compression on all cylinders, and spark on all magneto leads. Spark plugs had intact electrodes with gray deposits. The fuel manifold contained uncontaminated fuel. Borescope examination revealed no preimpact issues. Subsequent teardown at Teledyne Continental Motors showed the idler gear support pin backed off approximately 1.1935 inches from the crankcase, with lock washer and nut missing from both mounting studs; threads were undamaged. Magnetos were out of timing. According to a TCM representative, the condition could cause accessory/magneto drive gears to disengage, compromising magneto-to-engine timing. The maintenance entry from December 5, 2008, would have required removal of the idler support pin. After correct installation and timing, an engine test run showed normal operation and rated horsepower.
Medical and Pathological Information
Autopsies performed on May 7, 2009, by the District 15 Medical Examiner’s Office in West Palm Beach, Florida, determined the cause of death for both occupants as multiple blunt force injuries. Toxicological testing by the FAA Bioaeronautical Science Research Laboratory was negative for drugs and alcohol.