History of Flight
On February 8, 2010, at 1705 eastern standard time, a Beech 65, registration N130SP, experienced a loss of engine power on both engines and collided with trees in a residential area near Lawrenceville, Georgia. The personal flight was conducted under 14 CFR Part 91 with no flight plan filed. Visual meteorological conditions prevailed. The commercial pilot was fatally injured, and the three passengers received minor injuries. The airplane was destroyed during a post-crash fire. The flight originated from Gwinnett County Airport Briscoe Field (LZU) in Lawrenceville, Georgia.
According to the pilot's son, who holds an airman certificate, he and a friend arrived at the airport and observed the airplane on the ramp. He decided to show his friend how a preflight inspection was conducted. During the walk-around, he drained the fuel sumps into a sump jar, noting water present when draining the left sump. He continued draining until the sample was clear. No other anomalies were noted. When the pilot (his father) arrived, he ordered the airplane to be topped off with fuel. They entered the airplane and completed all checklist items; the pilot started the airplane and taxied to the run-up area. After completing the engine run-up, they received takeoff clearance from the control tower. During the takeoff roll, upon reaching rotation speed, the airplane became airborne and the pilot retracted the landing gear. The right engine immediately lost full power. The pilot feathered the propeller, declared an emergency with the control tower, and advised they would be returning to the airport. Shortly thereafter, the left engine lost full power. The pilot advised the controller he was dead stick, unable to make it back to the airport, and intended to put the airplane down in the trees.
Personal Information
The pilot, age 67, held a commercial pilot certificate with multi-engine land and instrument airplane ratings issued on May 4, 2003. His logbook indicated 10,099.3 total flight hours, of which 1,331.7 hours were in the Beech 65. His last flight review was on November 6, 2009. He had flown 12 hours in the last 90 days and 3.9 hours in the last 30 days. He held a second-class medical certificate issued on March 4, 2008, with a restriction for corrective lenses. On his medical application, he reported 9,500 total flight hours.
Aircraft Information
The airplane was a five-seat, retractable tricycle landing gear aircraft, serial number LF17 (60-03461), manufactured in 1960. It was powered by two Lycoming IO-720-A1B 400-horsepower, horizontally-opposed eight-cylinder engines. The last annual inspection was on April 17, 2009, at a Hobbs time of 900 hours. The Hobbs meter was destroyed in the accident. The airplane had been stored in a hangar and not flown in the previous four months. According to the pilot's logbook, he flew the airplane on September 12, 2009, and September 19, 2009, for 3.1 hours. On February 8, 2010, the airplane was refueled at Landmark Aviation with 48.4 gallons of 100 low-lead fuel added to the inboard main fuel tanks. Post-accident fuel testing on February 11, 2010, revealed no anomalies.
Meteorological Information
The 1253 LZU surface weather observation reported winds variable, visibility 10 miles, clear skies, temperature 28°C, dew point 21°C, and altimeter 30.10 inches of mercury.
Wreckage and Impact Information
Examination of the accident site revealed the airplane collided with trees approximately one mile from the departure end of runway 25, in a residential area, and came to rest next to a pond on a heading of 260 degrees magnetic. The crash debris line was about 144 feet in length. The nose gear assembly separated from the fuselage and was located along the debris line. The cockpit, instrument control panel, throttle, mixture, and propeller control levers were consumed by fire. The fuel control panel and selectors were fire-damaged and unrecognizable. All flight control surfaces were located at the site and damaged, but flight control continuity was confirmed. Cable separations were consistent with overload.
The left and right fuel selector valves were removed for analysis. The left selector valve was moved into the plugged port position during the accident sequence. The right selector valve was partially aligned with the main fuel passage and was unobstructed.
The left wing sustained fire damage and remained attached at the wing root. The inboard section was reduced to ash and molten metal. The left engine separated from the wing and rested inverted. The left engine nacelle was fire-damaged and buckled. The left flap, fuel ports, and tanks were consumed by fire. The left main landing gear wheel and tire were located in molten metal; the landing gear position was not determined.
Examination of the left engine revealed fire damage to accessories, leads, cables, and hoses. Oil was present; the oil filter and screen showed no contamination. The fuel manifold and nozzle lines were intact; no blockage or contamination was found. Water droplets and oil were found on the vacuum side of the fuel manifold diaphragm. Engine cylinders appeared normal; magnetos produced spark. The fuel servo screen showed rust on its surface. The engine-driven fuel pump contained no fuel or water. Valve train continuity, suction, and compression were confirmed on all cylinders.
The fuselage sustained fire damage and melted to the cabin floor. The empennage aft of the rear cabin door was damaged. The vertical stabilizer and elevators remained attached.
The right wing remained attached at the root. The right engine separated from the wing with mounts attached, located on the left side of the airplane. The right engine nacelle was buckled and fire-damaged. Fuel leaked from the right wing fuel line in the nacelle area. The right main landing gear was fire-damaged and in the retracted position. The right flap remained attached in the retracted position. The right wing main and auxiliary fuel caps were secure; the main tank contained about 30 gallons of aviation fuel tested free of water or debris. No fuel was in the auxiliary tank.
Examination of the right engine showed fire damage to accessories, leads, and cables. Fuel tubing, selector valve, and fuel pump were intact. Small traces of fuel in the fuel system tested negative for water or debris. The fuel selector valve showed evidence of fuel leakage (blue staining). Oil was present throughout the engine cavity; the oil filter and screen showed no contamination. The fuel manifold and nozzle lines were intact and unobstructed. The fuel servo contained about 5 ounces of fuel with no water; the fuel filter screen was clean. Cylinders 3, 5, and 7 were damaged. The crankshaft was rotated by hand; suction and compression were present on cylinders 1, 2, 4, 6, and 8.
The left propeller hub remained attached; two blades attached, one separated. Blade fracture surfaces aligned at low pitch. The right propeller hub attached; two blades attached (one bent 90° aft, one bent forward), and one blade missing. The missing blade hub pilot tube was fractured; installed blades were at high pitch.
Medical and Pathological Information
An autopsy performed on February 9, 2010, by the Office of the Medical Examiner, Gwinnett County, Georgia, reported the cause of death as "smoke and soot inhalation with thermal injuries." Forensic toxicology by the FAA Bioaeronautical Sciences Research Laboratory detected no ethanol or drugs in the pilot's blood, and 0.32 µg/ml of cyanide.