History of Flight
On January 11, 2013, at approximately 1553 central standard time, a Raytheon Aircraft Company 58 multi-engine airplane, registration N36VE, was destroyed after impacting terrain near Maxwell, Nebraska. The airplane was operated by Bottorff Construction, Inc., of Atchison, Kansas, as a 14 CFR Part 91 business flight. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan had been filed. The flight departed North Platte Regional Airport (LBF) at about 1545, en route to York Municipal Airport (JYR). At 1550, the pilot reported climbing to 9,000 feet mean sea level to Denver Air Route Traffic Control Center. At 1552, he requested cloud top information, which was not available. At 1553, a mayday call was heard, and radio and radar contact were lost. Emergency responders found the wreckage at 1855 in a remote area about 11 miles northeast of LBF.
Personnel Information
The pilot, age 54, held a Federal Aviation Administration private pilot certificate with ratings for airplane single-engine and multi-engine land, and instrument airplane. His third-class medical certificate, issued August 15, 2012, required corrective lenses for near vision. Pilot logbook entries indicated an estimated total flight experience of 1,377 hours, with 457 hours in multi-engine airplanes and 171 hours of instrument flying. In the previous year, he flew about 103 total hours, with approximately 80 hours in the accident airplane. He completed an instrument proficiency check and a Beechcraft 58P differences course in December 2011, and a flight review in February 2012.
Aircraft Information
The airplane, serial number TH-1957, was a low-wing, retractable landing gear, multi-engine design manufactured in 2000. It was powered by two 285-horsepower Continental Motors engines, each driving a Hartzell three-blade metal alloy full-feathering propeller. Ice protection systems included surface deice, electrothermal propeller deice, pitot heat, stall warning anti-ice, and heated fuel vents. An annual inspection was completed May 21, 2012, at an airplane total time of 1,740.9 hours, with both engines replaced with factory-new zero-time units. The last maintenance logbook entry on December 7, 2012, recorded a total time of 1,835.0 hours. Fuel records at LBF showed the pilot had the main tanks topped off with 80.0 gallons of 100LL aviation gasoline at 1443.
Meteorological Information
At 1534, LBF reported wind from 350 degrees at 14 knots, visibility 4 miles in mist, ceiling overcast at 1,000 feet above ground level, temperature minus 2°C, dew point minus 4°C, and altimeter 29.42 inches of mercury. At 1553, conditions worsened: wind from 340 degrees at 14 knots gusting to 20 knots, visibility 3 miles in light freezing rain and mist, ceiling broken at 900 feet, overcast at 1,200 feet, temperature minus 2°C, dew point minus 4°C. Freezing rain began at 1546. The National Weather Service Area Forecast issued at 1425 expected overcast at 5,000 feet with tops to 16,000 feet and visibility 3 miles in mist. AIRMET Sierra forecast IFR conditions with ceilings below 1,000 feet and visibility below 3 miles over Nebraska. AIRMET Zulu forecast moderate icing below 17,000 feet. The pilot was advised of the AIRMET for icing and turbulence below 8,000 feet during his last briefing at 1452. Two U.S. Army helicopter crews reported encountering lower ceilings, freezing rain, ice pellets, and snow after the accident. A U.S. Army King Air crew observed a weather cell and encountered heavy to severe icing at 5,000 feet. A witness near the airport reported mist and freezing fog.
Communications and Radar
At 1448, the pilot telephoned Fort Worth FCFSS to file two IFR flight plans and received an abbreviated weather briefing. At 1544, he reported ready for departure from LBF. ATC cleared N36VE to JYR as filed with climb to 9,000 feet. Radar data showed the aircraft climbing from 3,000 feet at 1547 to 7,100 feet at 1552:58. At 1552:35, the pilot asked for cloud top reports; ATC had none. At 1553:08, altitude decreased to 6,600 feet. At 1553:15, the pilot transmitted "mayday mayday mayday three six..." with increased urgency, cut off. Radar showed 3,800 feet at 1553:18, then lost.
Wreckage and Impact
The wreckage was located in remote ranch land 11 miles northeast of LBF and 8 miles north of Maxwell. It was extensively fragmented with a postimpact fire. Debris path oriented southwest to northeast, 417 feet long and 215 feet wide. Initial impact scar created by left wing, left engine, lower nose, and right engine. The main ground scar was 25 feet long, 2 feet 4 inches deep, containing the left propeller assembly, torn metal, a right propeller blade, and nose gear. A second scar branched off. Burn area extended 120 feet north, 62 feet wide, containing empennage, both engines, right propeller, left wing fragments, and fuselage parts. The left wing was fragmented; left stabilizer de-ice boot burned. Right wing separated; right main landing gear unremarkable. Fuselage fragmented with forward portion 60 feet north of burn area. Fuel system components scattered. No preimpact mechanical malfunctions were found.
Medical and Pathological Information
An autopsy was performed on the pilot by the Nebraska Institute of Forensic Sciences. Forensic toxicology by the FAA reported tests for carbon monoxide and cyanide were not performed; ethanol was not detected in muscle or liver; no drugs were detected in liver.
Tests and Research
Both engines were examined. The left engine exhibited impact and thermal damage; crankcase fractured; magnetos fragmented; spark plugs showed normal signatures with dark grey deposits. The left propeller had torsional overload signatures; blades bent with polishing and scratches. The right engine had similar damage; spark plugs normal. Both vacuum pumps were disassembled; vanes intact. No evidence of preimpact mechanical failure was found in either engine. A Garmin GPSMAP 696 was recovered but sustained catastrophic damage; track log memory was ejected and not recovered.
Additional Information
The FAA-approved Airplane Flight Manual for the Beechcraft Baron 58 specified a minimum airspeed of 130 knots during icing conditions. It included warnings about severe icing: flight in freezing rain, freezing drizzle, or mixed icing could exceed ice protection system capability; visual cues such as extensive ice accumulation aft of protected areas; autopilot use prohibited when visual cues exist or unusual trim is encountered. The FAA Instrument Flying Handbook advised pilots to exit visible moisture when encountering icing, by climbing, descending, or turning. The Aeronautical Information Manual described spatial disorientation illusions, noting that rapid acceleration can cause a nose-down illusion and rapid deceleration can cause a nose-up illusion.