History of Flight
On June 7, 2010, at approximately 1932 eastern daylight time, a Beech 60, registration N7022D, was substantially damaged when it struck trees and terrain shortly after takeoff from Northeastern Regional Airport (EDE) in Edenton, North Carolina. The airplane was operated by a commercial pilot under 14 CFR Part 91 as an instructional flight. The certificated commercial pilot sustained serious injuries, and the certificated flight instructor was killed. Visual meteorological conditions prevailed, and no flight plan was filed. The flight was originating at the time of the accident.
A witness at the airfield observed the takeoff roll and noted that the airplane was "taking a long time to get off the ground." Shortly thereafter, another bystander reported that the airplane had crashed, and the witness saw smoke coming from the woods about two-thirds of the way down the runway.
According to the pilot, the flight instructor was administering an instrument proficiency check. They discussed procedures and systems, then completed about an hour of flight instruction. After the first hour, the instructor asked if the pilot wanted to complete the check that day, to which the pilot agreed. The pilot set up navigation systems and prepared to taxi. He noticed the instructor's face was very red and his shirt soaked in sweat; the airplane was "very hot" inside. The pilot asked if he was ready and the instructor replied yes.
A second flight segment began on runway 01. The pilot commenced the takeoff while the instructor controlled the throttles. During the roll, the instructor did not advance the throttles to full forward; manifold pressure reached 36 to 37 inches on each engine, not the expected 40 inches. At 83 knots, the pilot rotated to 10 degrees nose-up, observed a positive rate of climb, and called for gear up. The pilot was about to request 40 inches for climb when he saw a quick movement of the instructor's hands down and aft. The pilot was surprised that the instructor was simulating an engine failure with 36 inches on one engine, the other engine windmilling, gear extended, and airspeed at 83 to 85 knots. As the airplane reached about 100 feet and 85 knots, it began to veer left. The pilot reached for the left throttle but the instructor's hands remained on the throttles. The pilot saw a visible split in throttle positions. The airplane continued rolling left, and the pilot leveled the wings just before impact with trees. After ground impact, a fire ensued.
The pilot unbuckled his seatbelt and found the instructor not in his seat. The instructor was lying face down in the aisle between the middle seats. Unable to move him, the pilot egressed before the fuel tanks exploded.
The pilot reported that the instructor did not discuss how he would simulate or demonstrate an engine failure during or after takeoff. No mechanical malfunctions or failures occurred during the flight.
Personnel Information
The pilot receiving the check held a commercial pilot certificate with single-engine, multi-engine, and instrument ratings. He reported 1,558 total hours, including 343 in the Beech 60. His last FAA medical was a Class 3 issued April 21, 2009.
The instructor held airline transport pilot, commercial pilot, flight engineer, flight instructor, and mechanic certificates, with multi-engine and instrument instructor ratings. His flight instructor certificate was last renewed March 28, 2010. He reported 30,000 total civilian flying hours. His last FAA medical was a Class 1 issued November 27, 2007.
The pilot stated that the instructor mentioned he had not flown a Beech 60 "in a while." The instructor's wife did not know his Beech 60 time.
Aircraft Information
The Beech 60 (Beechcraft Duke 60) had a total time of 3,562 hours at the time of the accident. It received an annual inspection on December 12, 2009. According to the Pilot's Operating Manual, the minimum single-engine control speed (Vmc) is 85 knots, below which the airplane cannot be controlled with one engine at takeoff power and the other windmilling.
Meteorological Information
The 1921 weather observation at EDE reported scattered clouds at 11,000 feet, calm surface winds, visibility 10 statute miles, temperature 23°C, dew point 18°C, and an altimeter setting of 29.96 inches of mercury.
Wreckage and Impact Information
The wreckage was located to the left of runway 01 centerline, oriented on a heading of 350 degrees, and came to rest facing south. Throttle controls were displaced from normal positions; the left throttle lever was aft of the right throttle lever. A 6-inch diameter tree exhibited impact marks consistent with the right wing separation. The cockpit, cabin, and left wing were nearly consumed by fire. The left engine propeller blades showed no torsional twisting; the right engine propeller blades were consumed by fire.
Medical and Pathological Information
A postmortem examination of the flight instructor at the East Carolina University Brody School of Medicine determined the cause of death as multiple blunt trauma due to the crash. Injuries included multiple rib fractures, a transected spine, and lacerations of the right lung and diaphragm. Evidence of smoke inhalation was noted, with soot in airways and a carbon monoxide level less than 5 percent saturation.
Forensic toxicology by the FAA Bioaeronautical Sciences Research Laboratory (CAMI) was negative for ethanol, cyanide, and carbon monoxide (10% saturation cutoff). Glipizide was detected in blood and urine. The instructor's wife reported he took glipizide for type II diabetes and had no known diabetic episodes. She was unaware he was flying without a current FAA medical certificate.