History of Flight
On August 12, 2009, at 1138 central daylight time, a Beech E18S, N3038C, collided with terrain following a loss of control while circling the Flying Cloud Airport (FCM) in Eden Prairie, Minnesota. Both the commercial rated pilot and the student pilot passenger were fatally injured. The airplane was substantially damaged by impact forces and a post impact fire. The flight was operating under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed. The flight departed FCM at 1133. The intended destination was LO Simenstad Municipal Airport (OEO) in Osceola, Wisconsin.
According to a work associate, the pilot intended to fly to OEO to pick up passengers and return to FCM. The pilot contacted FCM ground control, requested flight following, and stated he wanted to circle FCM a few times to "make sure she wants to fly." He was cleared for takeoff on Runway 28R and to make left turns over the airport at 2,500 feet above mean sea level (msl) prior to heading to OEO.
Numerous witnesses reported seeing the airplane take off on Runway 28R and make left turns at an altitude estimated at less than 500 feet above ground level (agl). Some described the airplane as loud; others reported engine sputtering or that the engines sounded normal. One witness saw white smoke from the left engine and heard "popping." Several witnesses reported the airplane appeared to be trying to land but overshot the runway. They observed the airplane wobbling before the left wing dropped, followed by the nose. The landing gear was extended throughout the flight.
An aircraft mechanic witness saw the airplane on the south side of the airport heading east at about 300 feet agl, appearing slow with a high pitch attitude. He thought it was going to land but overshot. He stated the way it was flown "appeared as if it had lost one engine." The airplane turned west, then toward the airport, then back west. The nose dropped to a 90-degree nose-down attitude and the airplane entered a steep bank. The wings leveled and the nose started to rise, but the airplane continued descending behind trees.
Another mechanic said the takeoff was normal but the airplane appeared very slow and hard to control. It turned south, lost altitude, then turned east in a tight pattern with wings moving back and forth. It turned north, then west, made a hard left bank, then hard right, then another hard left bank at which point the nose dropped. He stated the airplane stalled and he was unsure if the engines were running.
A pilot/mechanic familiar with the Beech 18 observed the airplane take off west, begin a shallow climb, then pitch up and "wallow" side to side. It continued wallowing in left turns to the south and east, extremely low and slow (less than 500 feet agl). The left wing rose, the airplane rolled right, the nose pitched up, then the left wing stalled and the airplane rolled left, descending with the nose low. He stated it appeared to have entered an uncoordinated stall and spin.
Personnel Information
The pilot, age 53, held a commercial pilot certificate with a rating for single-engine land airplanes and private pilot privileges for airplane multi-engine land and instrument airplane. He held an FAA second-class medical certificate issued January 19, 2008, with the limitation: "Holder must wear correcting lenses while exercising the privileges of his Airman Certificate." Burnt remnants of his logbook could not be correlated; on his last medical application he listed 1,150 total flight hours. Persons who knew the pilot stated he had no flight experience in Beech 18 airplanes.
The passenger held a third-class medical and student pilot certificate issued August 20, 2007, with the limitation: "Holder shall wear corrective lenses."
Aircraft Information
N3038C (serial number BA-374) was manufactured in 1958. The last 100 hour/annual inspection was conducted October 11, 2002, at a total aircraft time of 10,536.4 hours. The last logbook entry was dated November 12, 2005, showing 10,626.0 hours. According to a mechanic who worked for the previous owner, the airplane had not been flown since about 2004 and was used for spare parts.
The airplane was powered by two Pratt & Whitney 450 horsepower R-985 engines. Maintenance records for the right engine (S/N 201643) showed a 100 hour/annual inspection on October 11, 2002, with total time 5,681.9 hours and time since overhaul 681.9 hours. The last entry dated March 16, 2006, showed 5,771.5 total hours and 771.5 since overhaul. The left engine (S/N 14832) had been installed on another Beech E18S (N16U) prior to the accident. Its last records showed a 100 hour/annual inspection on October 21, 2003, with total time 9,549.8 hours and time since overhaul 1,101.5 hours. The last entry dated March 5, 2004, showed removal from N16U.
The pilot purchased N3038C about one year prior to the accident and was working with a mechanic to restore it. The mechanic stated the right engine was installed at purchase; they installed the left engine and propeller removed by the previous owner. The boost pump had been removed and the ailerons replaced. The airframe was in good condition.
The airplane was fueled with 120.1 gallons of 100LL on July 12, 2009. Since then, about 20 engine run-ups and high speed taxi tests were performed. The fuel quantity at accident could not be determined.
The mechanic applied for and received a Special Flight Permit allowing the pilot to move the airplane to a location closer to his home. The permit was for a flight from FCM to Osceola, Wisconsin, with occupants limited to essential crew and landing gear to remain down. The permit expired August 15, 2009. The mechanic stated he was out of town and did not know the pilot planned to fly; he had not signed the ferry permit or made logbook entries. He wanted to "go over" the airplane again before flight. To his knowledge, the pilot had never flown a Beech 18 before this flight.
Meteorological Information
At 1153, weather at FCM was: wind from 210 degrees at 9 knots gusting to 15 knots; visibility 10 statute miles; sky clear; temperature 28°C; dew point -18°C; altimeter 30.05 inches of mercury.
Wreckage and Impact Information
The wreckage came to rest on the northwest corner of the intersection of Pioneer Trail and Flying Cloud Drive, off the northeast corner of the airport, on property containing a historic farm house. The wreckage path was oriented about 270 degrees. The airplane first contacted the top of a 50-foot pine tree, then another 50-foot pine about 60 feet later. About 25 feet beyond began a series of ground impact marks leading to the main wreckage. The first ground scar contained green glass pieces, leading to a larger impact area with the right engine and propeller. About 15 feet beyond was the main wreckage. The empennage was inverted on top of the right wing. The fuselage/cockpit area was destroyed by fire. The left wing, left engine, and left propeller were in the main wreckage area.
The fuselage was destroyed by fire. A large toolbox (estimated 100 pounds) was in the burned area. The empennage forward of the horizontal stabilizer was intact, tailwheel in place. The left horizontal stabilizer and elevator remained attached but fire-damaged. The vertical stabilizer and rudder remained attached, with a portion folded underneath. The right horizontal stabilizer and elevator inboard sections remained attached. Both elevator trim tabs were attached and found at about 5 degrees tab down.
The right wing was inverted under the empennage. Outboard leading edge impact damage; inboard section and lower outboard skin consumed by fire. Right main landing gear extended.
The left wing came to rest inverted. Inboard section from the engine position was consumed by fire. Outboard leading edge crushed rearward. Aileron and flap structure remained attached but skin burned away. First responders reported fuel dripping. Dried grass and nesting material were inside the left wing structure just inboard of the inboard aileron attach point. The left main gear separated and was found on the farm house porch.
The right engine was completely separated, with impact damage, one push rod and both magnetos missing. The propeller remained attached; one blade bent rearward with slight twist and chordwise polishing and scratches; second blade bent rearward with two-thirds twisted and chordwise scratches near tip.
The left engine was detached, subjected to fire and heat. The data plate could not be located. Portions of the engine case melted; valve push rods and valve covers missing or melted; right magneto missing, left magneto melted. One propeller blade twisted with melted outboard trailing edge and chordwise scratches/gouges; second blade bent rearward with outboard one-third slightly twisted and chordwise scratches on outboard half.
Flight control cables were intact except right aileron cable and elevator trim cable, which were separated near the cockpit with broom-straw signatures. The right elevator/tailcone structure exhibited black rub marks and scrapes.
Medical and Pathological Information
An autopsy performed by the Hennepin County Medical Examiner’s Office on August 13, 2009, listed the cause of death as "Blunt-force injury due to plane crash." Toxicological testing by the FAA Toxicology Accident Research Laboratory was negative for all tests conducted.
Tests and Research
Both main fuel selector valves were located; handles were missing. The left fuel valve was in the OFF position, and the right fuel selector valve was positioned on the rear auxiliary tank. The fuel crossfeed valve was not located. The fuel boost pump switch was not located. The aircraft manual states that fuel selectors should be on the main tanks and the boost pump on for takeoff.