History of Flight
On December 4, 2012, about 1438 central standard time, a Beech model 58, N4016A, impacted an open field near Manhattan, Illinois. The commercial pilot sustained fatal injuries. The airplane was substantially damaged. The aircraft was registered to and operated by Bemidji Aviation Services under 14 Code of Federal Regulations Part 91 as a pipeline surveillance flight. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The flight originated from Bemidji Regional Airport (BJI) about 0915. The intended destination was Joliet Regional Airport (JOT), Joliet, Illinois, after completion of the surveillance activity.
A witness reported observing the accident airplane in level flight, heading south at a low altitude, estimating its altitude as about 50 feet above a nearby two-story house. Everything appeared normal at that time. The witness noted that it was not uncommon to see airplanes and helicopters flying low in that area for pipeline or power line surveillance. When the witness looked up again a few moments later, the airplane was sideways with the wings oriented vertically.
The airplane impacted an open field on a south-southeast bearing. The accident site was located about one-third mile east-southeast of the pipeline under surveillance.
Pilot Information
The pilot held a commercial pilot certificate with single-engine land, multi-engine land, single-engine sea, and instrument airplane ratings. He was issued a second-class airman medical certificate on May 23, 2012, with a restriction for corrective lenses.
On the application for his medical certificate, the pilot reported a total flight time of 27,000 hours, with about 40 hours flown within the preceding 6 months. He had reported a flight time of approximately 11,000 hours in Beech model 58 airplanes on a pilot qualification record dated June 10, 2011.
Aircraft Information
The accident airplane was a 1970 Beech model 58 (Baron), serial number TH-9. It was powered by two 285-horsepower Continental IO-520-CB engines (left: serial number 831729-R; right: 831812-R). The airplane was issued a normal category airworthiness certificate in February 1970.
Maintenance records indicated that the most recent annual inspection was completed on May 30, 2012, at 12,413.4 hours total airframe time. The airplane had accumulated 12,549.0 hours as of the day prior to the accident. The left and right engines had accumulated 1,682.5 hours and 1,091.4 hours, respectively, as of the day prior to the accident. The left engine was installed in June 2005 at 10,866.5 hours airframe time. The right engine was installed in March 2007 at 11,457.6 hours airframe time. Both engines had been remanufactured prior to installation.
Meteorological Information
The nearest weather reporting facility was at JOT, about 11 miles northwest of the accident site. At 1435, the JOT Automated Weather Observing System recorded: wind from 260 degrees at 10 knots; 10 miles visibility; clear sky; temperature 14°C; dew point -1°C; altimeter 30.10 inches of mercury.
Wreckage and Impact Information
The airplane impacted an open field about 3-1/4 miles south-southwest of Manhattan, Illinois. Initial ground impact was about 80 feet long oriented on an approximate bearing of 168 degrees magnetic. An impact crater about 8 feet by 3 feet by 2 feet was at the south end of the ground scar. The right propeller assembly separated from the engine and was adjacent to the impact crater. The right engine separated from the wing and came to rest about 950 feet from initial impact. The right wing separated at the root and came to rest about 430 feet from initial impact. The main wreckage consisted of portions of the fuselage and left wing, the empennage, and the left engine. The debris path was oriented approximately 150 degrees magnetic.
The airframe nose section, forward cabin, and left wing were fragmented. The upper fuselage from the windshield to the aft cabin was separated and deformed. The cockpit/cabin area was compromised. The aft fuselage came to rest inverted with the main wreckage. Horizontal and vertical stabilizers remained attached; elevators and rudder remained attached. Flight control system damage and cable separations appeared consistent with impact forces.
The left wing was fragmented with the left aileron and flap separated within the debris path. The right wing separated inboard of the engine nacelle near the root; the outboard one-third was deformed upward about 70 degrees; the wing tip was bent downward. The right flap separated into three main sections. Portions of the right aileron remained attached at hinge points. Both flap actuators were positioned consistent with zero-degree deflection (flaps up). Fractures of left and right aileron bellcranks appeared consistent with overstress failures.
The nose and left main landing gear separated from the airframe and were within the debris path. The right main landing gear remained attached to the wing trunion in the retracted position. The landing gear actuator/motor was in the retracted position.
Examination of the left and right engines revealed no anomalies consistent with a preimpact failure or malfunction. The left propeller assembly remained attached to the crankshaft flange; two blades remained attached, the third separated near the root. The separated blade segment was recovered near the initial impact point. The right propeller assembly, with the crankshaft propeller flange attached, separated from the engine; the crankshaft fracture surfaces appeared consistent with overstress failure. Two blades remained attached; the third separated near the root and was embedded in the ground near initial impact.
No anomalies consistent with a preimpact failure or malfunction were observed during the postaccident examination.
Medical and Pathological Information
An autopsy of the pilot was performed by the Will County Coroner’s Office on December 5, 2012, in Crest Hill, Illinois. The pilot’s death was attributed to injuries sustained as a result of the accident.
The FAA Civil Aerospace Medical Institute toxicology testing reported: Atenolol detected in Liver; Atenolol detected in Blood (Cavity); Atorvastatin detected in Blood (Cavity); No Carbon Monoxide detected in Blood (Cavity).
The pilot had reported the use of Atenolol and Lipitor (Atorvastatin) to the FAA at the time of his most recent airman medical examination.
Tests and Research
The pilot reportedly used a laptop computer and mapping software to assist with situational awareness for the pipeline observation. A laptop computer was recovered at the accident site, but damage prevented recovery of any position data that might have been available.