History of Flight
On August 7, 2010, at about 0920 eastern daylight time, a Beech 58, registration N28MR, descended into a house near Saltsburg, Pennsylvania. The certificated commercial pilot and certified flight instructor (CFI) were killed. The airplane sustained substantial damage and the occupied house was destroyed; the occupant of the house was not injured. The airplane was registered to Sataire LLC and operated by the pilot under 14 CFR Part 91 as an instructional flight. Visual meteorological conditions prevailed and no flight plan was filed. The flight originated from Arnold Palmer Regional Airport (LBE) at about 0908.
According to air traffic control communications, an occupant contacted ground control requesting taxi clearance from the east ramp to runway 23 for departure to the northwest for "some airwork." The flight was cleared to taxi. The same occupant later advised the local controller they were ready to depart and were cleared for takeoff from runway 23 with a right turn approved. No further communications were recorded.
Witness reports described abnormal engine sounds. One witness heard sputtering and observed the airplane in level flight before the wings teetered and the nose pitched down, followed by a spin. Another witness heard spitting and sputtering, saw white puffs of smoke from both engines, and observed the engines stop and restart. The airplane then entered a left spin. Other witnesses reported similar engine irregularities and left spins until impact. A house occupant in the basement was awakened by noise, saw debris, and went outside to call 911; he saw a portion of a wing and a chrome propeller.
Radar data indicated the airplane climbed to about 3,600 feet mean sea level (msl), performed two left 360-degree turns and one right 360-degree turn, then climbed to 4,200 feet msl. Groundspeed decreased from 137 to 70 knots during the final minute. The last radar target was at 3,900 feet msl, about 900 feet from the accident site.
Personnel Information
The pilot, age 65, held a commercial pilot certificate with single and multi-engine land and instrument ratings. He had a second-class medical certificate issued November 23, 2009, and listed 3,200 total flight hours. He had previously failed a practical test for a Cessna 510 type rating in 2007 but obtained the rating after additional training, with a limitation requiring a second-in-command. His logbooks showed about 1,516 hours multi-engine time, with about 560 hours in the accident make and model between 1983 and 1990.
The CFI, age 66, was an FAA designated pilot examiner. He held an airline transport pilot certificate with multi-engine land and instrument ratings, as well as commercial and CFI certificates with single and multi-engine endorsements. He was type-rated in Hawker Siddeley HS-125, Lockheed L-1329, and Learjet LR-60. He held a first-class medical certificate issued June 14, 2010, with a corrective lens restriction, and listed 23,250 total flight hours. He had failed a flight test in a Learjet 60 simulator in 2008 for powerplant failure during takeoff.
Aircraft Information
The airplane was a 1982 Beech 58, serial number TH-1328, powered by two 300-horsepower Teledyne Continental IO-550-C engines with two four-bladed Hartzell propellers. It was equipped with vortex generators and a throw-over control yoke. Maintenance records showed the last annual inspection on March 8, 2010, at 1,809.8 total hours. The airplane was destroyed by postcrash fire.
Meteorological Information
A surface observation at the departure airport at 0950 reported wind from 230 degrees at 5 knots, visibility 9 miles, clear skies, temperature 21°C, dew point 17°C, and altimeter 30.02 inches of mercury. The accident site was about 14 nautical miles northwest of LBE.
Wreckage and Impact Information
The house was destroyed by fire. Tall trees around the house showed no contact but heat damage. A cargo door and outer left wing section were found near basement walls. Most recovered wreckage was in or near the garage, nearly consumed by fire. The left propeller separated; the right propeller remained attached. Both engines and propellers were examined. The right engine crankshaft was rotated for propeller removal. Excavation recovered engines, propellers, landing gear components, flight instruments, fuel system parts, flap actuators, and a portion of the control column. The throw-over control yoke was positioned to the left side. The left aileron trim actuator was extended 1 22/32 inches (4.75 degrees tab down). Flap actuators and fuel selector valve were heat-damaged unable to determine position.
Left engine examination revealed extensive heat damage; the crankshaft and camshaft were not fractured. Right engine examination showed continuity of crankshaft, camshaft, and valve train; no lubrication distress. The fuel pump had a fractured drive coupling; disassembly showed no abnormal wear. Fuel manifold valve diaphragm was thermally destroyed. Fuel nozzles were unrestricted. Magneto and spark plugs showed thermal damage. Both propellers had low pitch positions; left propeller blades were melted, right propeller blades showed low pitch indications.
Medical and Pathological Information
Postmortem examinations of the pilot and CFI listed cause of death as blunt force trauma of chest. Toxicology for the pilot was negative for carbon monoxide, cyanide, and volatiles except for an unquantified amount of naproxen and quinine in urine, and a 10% carbon monoxide reading in blood by NMS Labs. CFI toxicology was negative.
Tests and Research
On the accident day, 119 gallons of 100LL fuel were added to the inboard tanks. No discrepancies were reported from fueling. The airplane was originally equipped with 285-horsepower engines; later modifications included 300-horsepower engines per STC SA1762SO and vortex generators per STC SA4016M. The airspeed indicator was marked with Vmc at 74 knots from the vortex generator STC, but the engine STC specified Vmc of 87 or 88 knots. No flight testing was performed to determine interrelationships between STCs. The previous owner reported simulated engine failure at 80 knots with no discrepancies five days before the accident. The pilot had purchased the airplane on August 3, 2010, and previously owned it from 1985 to 1988. He flew it on August 5, 2010, performing three landings. An insurance broker suggested a multi-engine instrument proficiency check, but no check was required.
The Pilot's Operating Handbook stated that the dual control column is required for flight instruction, and that no spin tests were conducted. The airplane had a throw-over control yoke. No FAA exemption for the CFI to instruct with such a yoke was found.