Background
On August 29, 2012, at about 1445 eastern daylight time, a Beech 95-A55, registration N71BM, crashed while landing at Millville Municipal Airport (MIV) in Millville, New Jersey. The aircraft was on an instructional flight under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed.
Accident Sequence
Several eyewitnesses reported that the airplane appeared to touch down on the runway before veering left and "cart-wheeling," coming to rest about 500 feet from the runway edge. Other witnesses stated the airplane was approximately 20 feet above ground level, rolled left, climbed, nosed over, impacted the ground, and cartwheeled. One witness heard engines power up, then observed the airplane pitch up and left before impacting nose-low. The flight instructor (CFI) stated that the pilot receiving instruction was conducting a simulated engine-out emergency landing with the left engine at idle power. The CFI had no memory of the accident sequence, with his last recollection being over the runway threshold in the simulated engine-out landing configuration.
Personnel
The CFI, age 69, held a commercial pilot certificate with airplane single- and multi-engine land and instrument ratings, a flight instructor certificate, and a flight engineer certificate. He held a second-class medical certificate issued September 1, 2011, and reported 2,729.9 total flight hours, with 35.8 hours in the accident aircraft make and model. His most recent flight review was July 24, 2011.
The pilot receiving instruction, age 60, held a private pilot certificate with a single-engine land rating. His third-class medical certificate was issued August 25, 2010, and was not valid for any class after. His logbook showed 216.9 total hours, with 11.9 hours in the accident aircraft make and model. His most recent flight review was August 23, 2012.
Aircraft
The Beech 95-A55 was a low-wing, multi-engine, retractable tricycle-gear airplane equipped with two Continental Motors IO-470-L engines (260 horsepower each) and two Hartzell two-bladed propellers. Manufactured in 1962, it was registered to the owner on December 15, 2011. The most recent annual inspection was July 1, 2012, at which time the aircraft total time was 3,813.8 hours. The right engine had 1,771.8 hours since major overhaul, and the left engine had 761.0 hours since major overhaul.
Meteorological Conditions
The 1454 recorded weather at MIV included wind from 290 degrees at 5 knots, 10 miles visibility, clear skies, temperature 27°C, dew point 13°C, and barometric altimeter 29.97 inches of mercury.
Communications
At 1426:59, a pilot contacted Millville Radio, monitored by Lockheed Martin Flight Service, reporting the aircraft 5 miles southwest and inbound. At 1429:16, the pilot reported entering the downwind leg for runway 32. The final transmission at 1431:52 stated, "seven one bravo mike wilco we're uh simulate an engine out."
Airport Information
Millville Municipal Airport was a public airport without an operating control tower but with a flight service station. It had two runways: 10/28 (6,003 by 150 feet) and 14/32 (5,058 by 150 feet), both reported in good condition. The airport elevation was 85 feet above mean sea level.
Wreckage and Impact
Initial ground scars were located approximately 115 feet from the side edge of the runway, with the airplane coming to rest about 300 feet from the scars, facing the direction of travel. One engine was found about 30 feet from the wreckage, and the other was under the airplane; both were detached from the firewall. The left wingtip was bent upward, and the right wing exhibited crush damage. Flight control continuity was confirmed to all surfaces. Approximately 62 gallons of fuel were removed from the tanks during recovery.
Medical and Pathological Information
An autopsy on the pilot receiving instruction listed the cause of death as multiple blunt impact injuries. Toxicological testing was negative for carbon monoxide, cyanide, and ethanol. Several drugs were detected, including some from hospital interventions (atropine, etomidate) and oral medications taken prior to the accident (clopidogrel, salicylate, trimethoprim). Lorazepam was found but could not be determined as pre-accident or hospital-administered.
Engine Examination
Both engines were sent to the manufacturer for examination. They were operated on test stands at varying power settings and exhibited no hesitations, malfunctions, or anomalies.
Additional Information
FAA publications, including the Airplane Flying Handbook and Advisory Circular 61-21A, provide guidance on engine-out approaches and landings.