Accident Overview
On November 4, 2009, at approximately 1400 Central Standard Time, a twin-engine Hawker Beechcraft 95-B55 Baron, registration N725GS, was substantially damaged during a forced landing. The forced landing followed a loss of power from the right engine shortly after takeoff. The airplane was operated by a private individual under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Brenham Municipal Airport (11R). The private-rated pilot, the sole occupant, received serious injuries.
Pilot's Account
During an interview, the pilot stated that on a previous flight, the exhaust gas temperature (EGT) red light would illuminate or flicker during cruise. He subsequently brought the airplane to the maintenance shop at 11R for diagnosis and repair. The accident flight was the first after the airplane was released by the maintenance shop.
The pilot reported performing an extended run-up prior to departure, with everything appearing normal. Shortly after takeoff, as the airplane became airborne, he noticed the right engine's EGT light illuminate and fuel flow decrease to about 11 gallons per hour. The airplane began to yaw to the right. Unable to maintain altitude and airspeed while attempting to return to the airport, the pilot elected to conduct a forced landing in a field. He commented that he "did not want to complicate matters by trying to raise the landing gear, or feather the prop."
Examination and Testing
A Federal Aviation Administration (FAA) inspector reported that the airplane had plenty of fuel, consistent with 100LL aviation grade fuel. The inspector noted heavy impact damage to the fuselage and wings. The airplane was transported to a private hangar at 11R. Prior to removal, an estimated 8-10 gallons of fuel from the left wing tank and about 52 gallons from the right wing tanks were drained.
An examination of the wreckage was conducted by the NTSB Investigator-in-Charge and technical representatives from the airframe and engine manufacturers on November 12-13, 2009. The airplane was on its belly on a flatbed trailer; its landing gear had been torn off during the landing. The landing gear selector was found in the down position, and the retraction gearbox bellcrank and push rods were consistent with gear down. The bottom of the fuselage was buckled, including the front nose section. Both wings and flaps were buckled or distorted. A section of the left horizontal stabilizer's leading edge displayed impact damage consistent with an object. The flaps were retracted, and neither propeller was feathered. The left crossfeed fuel line was compromised, allowing fuel to drain from the left side tanks. Control continuity was established. Fuel line strainers and engine finger screens were in good condition and free of contamination. Shop air was blown into fuel lines and selectors; the selectors were found in the OFF position. When actuated to ON and CROSSFEED positions, each had positive detent engagement and appeared functional. The actual positions of the fuel selectors at the accident site were not documented before removal.
Both engines were removed and sent to Teledyne Continental Motors (TCM) in Mobile, Alabama. On December 1-2, 2009, the engines were examined under FAA supervision, with representatives from TCM and Hawker Beechcraft Corporation (HBC). Several components were replaced or removed to run each engine. Each engine was separately tested on an engine test cell, fitted with a test propeller, and run at various power settings. Both left and right engines produced rated horsepower without hesitation or interruption.
Maintenance History
A review of maintenance records revealed that on June 10, 2009, the right aft fuel cell was replaced, along with work on the right tip tank fuel pump and switch. Log entries on September 3 and October 2, 2009, indicated replacement of the right forward fuel cell, replacement of fuel divider diaphragms on both engines, and cleaning of both fuel screens. Additional items included oil and filter changes, replacement of the right-side alternator belt, and the right-side propeller accumulator. A fuel receipt dated October 2, 2009, showed the airplane was filled with 40 gallons of 100LL fuel at 11R.
The visual examination of both engines revealed no apparent pre-impact abnormalities. A reason for the loss of engine power was not found.
The airplane's Pilots Operating Handbook emergency procedures for engine failure after lift-off include landing gear and flaps up, throttle closed on the inoperative engine, propeller feathering, power as required on the operative engine, and maintaining airspeed at engine failure (100 knots max) until obstacles are cleared. A note emphasizes maintaining lateral and directional control, and reducing power on the operative engine if airspeed is below 78 knots.
At the time of report submission, the pilot had not returned a completed NTSB Form 6120.1.