On June 5, 2010, a BEECH B19 (registration N1958W) was involved in an aviation accident near Rockohoma, NY. No fatalities were reported. Investigators recorded the probable cause as: The pilot's inadequate preflight inspection which resulted in a total loss of engine power during the initial climb due to fuel contamination. This summary draws on records from NTSB; 12 related events involving the same aircraft type or operator are linked below.
A Beech B19 (Musketeer Sport), N1958W, was substantially damaged after an engine power degradation shortly after takeoff from Long Island MacArthur Airport, NY, on June 5, 2010.
Accident Overview and Flight History On June 5, 2010, at approximately 1505 EDT, a Beech B19 (Musketeer Sport), N1958W, was substantially damaged when it impacted the ground in an industrial area in Rohokomo, New York, shortly after takeoff from Long Island MacArthur Airport (ISP), Islip, New York. The flight was a local instructional flight conducted under 14 Code of Federal Regulations Part 91, with no flight plan filed. Day visual meteorological conditions prevailed. The certificated flight instructor (CFI) and the student pilot/owner sustained serious injuries. The CFI reported that they were practicing takeoffs and landings. During the first takeoff, at approximately 400 feet above ground level, engine power began to degrade and the engine began to sputter. The CFI took control of the airplane and aimed it toward an opening. Approximately 10 seconds after the power degradation, the airplane hit hard, skidded, hit hard again, came to a stop, and the cockpit was immediately engulfed in flames. Records from the flight school indicated the airplane was last refueled on May 22, 2010, with 30 gallons of Avgas 100LL. The student had completed the flight school's ground course in March 2010, and his most recent flight in the accident airplane was on June 4, 2010, lasting about two hours. The flight school's maintenance facility completed an annual inspection on April 21, 2010, when the airplane had 2,225.5 hours total time in service. An FAA inspector noted the airplane impacted several trees, left gouge and scrape marks in an adjacent parking lot, and came to rest against an office building. The airplane departed runway 24 and came to rest approximately 2,650 feet to the west-southwest of runway 24 and about 400 feet west of the extended centerline. Photographs showed the cabin area and approximately the inboard one-half of each wing were consumed by fire, with impact damage to the vertical and horizontal stabilizers. ## Personnel and Aircraft Information The CFI, age 48, held an airline transport pilot certificate with an airplane single-engine land rating and a flight instructor certificate with airplane single-engine land and instrument airplane ratings. His most recent FAA second-class medical was issued on November 2, 2009. The student pilot/owner held an FAA third-class medical and a student pilot certificate issued on January 27, 2010. Flight school records indicated he had about 57 total hours of flight experience, with 50.9 hours in the accident airplane make and model. The airplane was issued an FAA airworthiness certificate on November 29, 1973, and was registered to the accident pilot on December 11, 2009. It was equipped with a 150 hp Lycoming O-320-E3D engine. ## Meteorological Information The 1456 recorded weather observation at ISP included winds from 220 degrees at 10 knots with gusts to 18 knots; visibility 10 miles; few clouds at 6,000 feet, scattered clouds at 13,000 feet, and a broken cloud layer at 25,000 feet; temperature 30 degrees C; dew point 18 degrees C; and altimeter 29.64 inches of mercury. ## Wreckage and Impact Information The airplane was examined by an NTSB investigator on August 2, 2010, at a salvage facility near Clayton, Delaware. The cabin area aft of the firewall to the area immediately forward of the vertical empennage and the inboard one-half of both wings were thermal and soot damaged. The right wing exhibited chordwise scrape marks along the underneath side. The main landing gear was impact separated. The right wing fuel cap assembly was separated along with approximately 4 inches of surrounding wing skin. The right wing fuel cap was inserted in the fuel cap receiver but was not completely seated, with the latch flush with the surrounding skin area. The left wing fuel cap was closed, and its latch was flush with the surrounding wing area. The flap position could not be confirmed but appeared to be in the retracted position. The stabilator and vertical empennage remained attached. The elevator actuator was measured extended to 2 1/2 inches, which, according to the Beechcraft service manual, was not within the rigging value for the airplane's serial number but equated to a full trim tab trailing edge up position for the previous serial number block of B19 airplanes. The actuator was removed, and limits of travel were confirmed: full extended position of 3 1/2 inches and minimum extension of 1 5/8 inches. The elevator trim chain was intact, with both ends wrapped correctly around the elevator trim actuator capstan. Flight control cable continuity was confirmed to all surfaces from the area immediately below the control column in the cabin. The engine was detached from the firewall. The spark plugs were removed and appeared light brown in color, indicating normal wear when compared to the Champion Spark Plug guide. The magnetos, vacuum pump, and fuel lifter remained attached to the rear accessory case and were covered in soot. The magnetos were removed and produced spark on all towers. The vacuum pump was removed, disassembled, and its vanes were intact. Drive train continuity was confirmed from the propeller to the rear accessory case with minimal friction, and thumb compression was verified on all cylinders. The fuel lifter was verified to exercise up and down. The carburetor was removed from the engine and was intact, with all fuel lines remaining attached. The carburetor exhibited soot damage, and fuel staining could not be verified. The carburetor was disassembled, and approximately 2 tablespoons of water were found in the carburetor bowl, which was void of fuel. The brass floats remained intact, and the venturi remained in place. The throttle cable was exercised, and water was observed coming out of the accelerator pump. The gascolator was disassembled, and the sump drain was impact separated. The oil filter was removed and exhibited thermal and soot damage. The filter was disassembled, and no metal was observed in the paper element. The oil screen was free of debris. The fuel selector valve, which consisted of four detents labeled OFF, LEFT TANK, RIGHT TANK, and OFF according to Beechcraft service bulletin No. 2053, was located in the 8 o'clock position, one of the OFF positions. The selector valve was disassembled and verified in the OFF position. The fuel selector valve shroud and the OFF position lock-out mechanism were not located.