History of Flight
On September 2, 2010, about 1151 Pacific daylight time, a Beechcraft Model 65 Queen Air, serial number LC-112, and registered as N832B, was substantially damaged when it impacted a salt-water lagoon shortly after takeoff from runway 30 at San Carlos Airport (SQL), San Carlos, California. The certificated airline transport pilot, the pilot-rated airplane owner, and the passenger received fatal injuries. The flight was operated under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was destined for South County Airport of Santa Clara County (E16), San Martin, California.
According to the local controller in the SQL air traffic control tower who was handling the flight, the pilot requested and was approved for the "Bay Meadows" departure. The departure consisted of a climb on runway heading to a point about 3 miles beyond the end of the runway, followed by a left turn, while remaining clear of the overlying Class B airspace for San Francisco International Airport. The controller reported that the airplane appeared to climb normally, and when it was about 1/2 mile beyond the runway, the controller observed the airplane make a "slight right rudder turn" and then correct back. About 3 to 4 seconds later, the local and ground controllers observed the airplane roll and turn to the right, and descend steeply out of sight. Many other witnesses reported a similar sequence, though a few reported that the pitch excursion began before the roll. All agreed that the airplane banked sharply to the right, followed closely by the nose pointing towards the ground. None reported a spin, and an ex-airline pilot was certain that the airplane did not spin.
No radio transmissions regarding the event were received from the airplane. Ground-based radar tracking data indicated that the airplane reached a maximum altitude of 500 feet, and that it was airborne for about 40 seconds. Witnesses who saw the impact reported that the airplane descended at a steep angle, in a nose-down attitude. The airplane struck the water in the shallow lagoon and sank within a few minutes. First responders recovered the passenger shortly after the accident. The airplane was recovered from the lagoon about 30 hours after the accident.
Personnel Information
The individual in the front left seat held an airline transport pilot certificate, as well as flight and ground instructor certificates. He was 72 years old, and his most recent FAA second-class medical certificate was issued in April 2010. At that time, he reported 18,000 total hours of civilian flight experience. A "Pilot History Form" from September 2009 listed his occupation as "aviator" and the date of his most recent flight review as January 2008. He reported his total hours as "18k+" including "6k+" in the accident airplane make and model, and 150 hours in the 90 days prior.
The individual in the front right seat was the registered owner of the airplane. He was 91 years old. He held a commercial pilot certificate with airplane single-engine and multi-engine land ratings. On his April 2004 application for an FAA medical certificate, which was denied, he reported 12,004 total hours of civilian flight experience. He did not hold a valid FAA medical certificate at the time of the accident.
The female passenger was 47 years old and did not hold any pilot certificates. Her seating position could not be determined.
Aircraft Information
The airplane was manufactured in 1961 and equipped with two Lycoming IGSO-480 piston engines, each with a three-blade fully feathering Hartzell propeller. It had tricycle-configuration retractable landing gear and was certificated to carry 9 persons. Maximum takeoff weight was 7,700 pounds.
At the time of the accident, the airplane was registered to an individual who purchased it in August 2008. The insurance application indicated that the airplane had not been flown in the year preceding September 2009.
Estimated accident flight takeoff weight was 6,771 pounds, and the center of gravity was within the allowable envelope.
Meteorological Information
The 1200 recorded weather at SQL included winds of 7 knots from 350 degrees; clear skies; temperature 29°C; dew point 14°C; altimeter 29.85 inches of mercury.
Communications
According to transcripts of radio communications, the flight's first transmission was at 1142:40 for a radio check and taxi clearance. At 1148:43, the flight reported "number one on the east ready" for departure. At 1149:59, the flight transmitted "and eight three two bravo ready to depart," followed by the local controller's clearance. At 1150:05, the flight transmitted "three two bravo going." No further transmissions were received.
Airport Information
San Carlos Airport (SQL) has a single runway, 12/30, paved, 2,600 feet long, elevation 5 feet msl. The non-federal ATCT was operating at the time.
Wreckage and Impact Information
The impact site was about 4,200 feet beyond the runway end and 1,300 feet to the right of the extended centerline. The lagoon had a depth of about 10 feet with a silt and mud bottom. The airplane was removed about 30 hours after the accident.
On-site examination revealed crush damage to the nose, cabin, wings, and engine nacelles. All aerodynamic control surfaces remained attached. A continuity check of the primary flight control system did not reveal any pre-impact anomalies or failures.
Detailed examination showed that the landing gear and flaps were retracted. Damage patterns were consistent with a nose-down, right-wing down impact. Cockpit controls: left fuel boost pump switch set to "MAIN," right set to "OFF"; left fuel selector handle between "MAIN" and "OFF" (port partially open to left auxiliary tank), right fuel selector handle in "OFF" (port partially open to right auxiliary tank). The battery switch was ON; magneto switches on BOTH; throttle and propeller controls near forward limits; idle cut-off switches UP (ON).
Cockpit trim indications: rudder ~11° right, aileron ~60% right wing down, elevator ~2° nose up. Actuator measurements: rudder trim ~5° left, aileron trim ~1-2° left wing down, elevator trim ~6° nose up. The possibility of uncommanded movement due to impact forces precluded positive determination of pre-impact settings.
Both engines sustained moderate impact and salt-water damage. No pre-impact mechanical malfunctions or abnormalities were observed. Both propellers showed evidence of low or moderate power at impact; neither was feathered.
Additional Information
Witnesses, including controllers and pilots, reported that the airplane engines were loud. Most observed a rapid steep right bank followed by a nose-down descent. Several noted yaw or roll oscillations before the bank. No witnesses reported parts separation, smoke, or fire.