Accident Summary
On February 6, 2013, about 1135 mountain standard time, a Beechcraft E-90, registration N555FV, was destroyed after a loss of control during an attempted go-around and impact with terrain at Casa Grande Airport (CGZ), Casa Grande, Arizona. The two occupants—a private pilot in the left seat and an airline transport pilot/certified flight instructor (CFI) in the right seat—sustained fatal injuries. Visual meteorological conditions prevailed, and no flight plan was filed. The local instructional flight, conducted under 14 CFR Part 91, had departed Marana Regional Airport about 1030.
Witnesses reported observing the airplane climb vertically, bank left, then descend nose-first and impact the ground. One witness noted a change in engine sound, describing it as becoming "too quiet" before the accident. The airplane impacted dirt-covered terrain about 150 feet west of runway 5 and about 120 feet south of the 2000-foot distance remaining marker. The wreckage area measured about 175 feet east to west and 75 feet north to south. Severe impact forces and postimpact fire destroyed the airplane.
Aircraft Information
The Beechcraft E-90, serial number LW-248, was manufactured in 1977. It was a high-performance, low-wing, twin-engine airplane equipped with two Pratt & Whitney PT6A-34 engines (left: RB0274, right: RB0186) and Hartzell HC-B3TN-3B propellers. The most recent inspection (Phase 1-2) occurred on December 6, 2012, with left engine time since new of 1,013.0 hours and right engine 1,491.7 hours. Total airframe time was 8,345.4 hours.
Postaccident examination revealed no mechanical anomalies that would have precluded normal operation. Both engines displayed signatures consistent with producing symmetrical power at impact, likely in the mid to upper power range. The propellers exhibited rotational scoring and blade twisting indicative of power on during impact.
Examination of flight controls showed the elevator trim actuators extended 0.75 inches (14 degrees tab down, nose up trim). The left elevator trim actuator extension was also 0.75 inches. The aileron trim tab actuator measured 1.25 inches, equating to about 2.8 degrees tab up (roll right). The rudder trim actuator measured 8.875 inches (near neutral). The flap selector was in the full flap extended position, and the landing gear handle was bent midway between extended and retracted. The power control quadrant showed the left power lever and left propeller lever positioned aft of the corresponding right levers. Both condition levers were full forward.
Personnel
The left-seat private pilot, age 65, held a private pilot certificate with single-engine, multiengine, and instrument ratings. His most recent FAA third-class medical was issued November 13, 2012, with a corrective lenses limitation. Logbook entries through December 15, 2012, showed a total time of 1,079 hours, including 663 hours in multiengine airplanes and 112 hours in the accident make and model. He had completed a biennial flight review on October 19, 2012.
The right-seat CFI, age 51, held an airline transport pilot certificate and a flight instructor certificate for single and multiengine airplanes. His most recent second-class medical was issued October 22, 2012, with a corrective lenses limitation. Logbook entries through October 25, 2012, showed total time of 8,552 hours, including 2,787 hours in multiengine airplanes and 325 hours in the accident make and model. He had completed a flight review on November 8, 2012, and a Beechcraft King Air B200 recurrent course with C90 differences training on November 9, 2012.
Medical and Toxicology
Autopsies performed on both pilots determined the cause of death as multiple blunt force injuries. Toxicology testing for the left-seat pilot was negative for carbon monoxide, ethanol, and drugs. For the CFI, testing detected tetrahydrocannabinol (marijuana) and its metabolite in lung, kidney, urine, and liver; oxazepam in urine; valproic acid in urine and liver; and rosuvastatin in liver. The CFI's medical records indicated diagnoses including high cholesterol, hypertension, and insomnia, and he had been prescribed various medications.
Wreckage and Impact
The airplane impacted in a steep nose-down, left-wing-low attitude on a measured magnetic heading of about 050 degrees, coming to rest on a heading of about 135 degrees at an elevation of 1,452 feet msl. The wreckage was recovered for further examination. No preimpact mechanical anomalies were identified in the airframe, engines, or propellers.