History of Flight
On February 11, 2015, at 1439 eastern standard time, a Beech 1900C, Venezuelan registration YV1674, operated by Aeropanamericano, C.A., was destroyed during collision with terrain and a postcrash fire following a loss of propeller thrust during takeoff from Miami Executive Airport (KTMB), Miami, Florida. The two foreign certificated pilots and two passengers were fatally injured. The repositioning flight was conducted under Part 91 of 14 CFR. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the planned flight to Providenciales International Airport, Turks and Caicos.
Review of radar and communication data, along with the cockpit voice recorder (CVR), revealed that the flightcrew started the engines at 1427:35 and began taxiing to runway 27L at 1432. At 1434:23, the air traffic controller asked if they would perform a run-up; the flightcrew responded affirmatively, but subsequent conversation did not include an intelligible reference to a checklist. At 1436:08, a crew member stated "prepare for takeoff now." The flight was cleared for takeoff at 1436:44, and engine power increased at 1437:22. At 1437:38, the crew noted airspeed alive; at 1437:51, "V-1"; at 1437:52, "rotate." About two seconds later, a sound consistent with decreasing propeller rpm was recorded, followed by "engine is lost" at 1437:56. The landing gear retraction sound was captured at 1438:03.
At 1438:13, the flightcrew reported an engine failure to ATC. The controller asked if they wanted to return; the crew replied affirmatively and initially requested a pattern to runway 27L, but later accepted a landing clearance to runway 9R. At 1438:56, the crew requested a left downwind turn; a terrain warning sounded at 1439:01, followed by a stall warning at 1439:04. No further communications were received, and the CVR ended at 1439:20.
Radar data showed six targets: the first at 1438:18 at 200 feet msl, then a slight left turn at 300 feet, a continued left turn at 200 feet, and the last at 1439:19 at 100 feet msl near a utility pole. Witnesses observed the airplane flying low with the left wing down and the left propeller turning slower than the right before impact with the utility pole.
Personnel Information
The pilot held a Venezuelan pilot and medical certificate. According to logbook excerpts and the operator, he had about 19,053 total flight hours, including 17,860 hours in multiengine airplanes and 1,476 hours in Beech 1900s with the company since 2006. The co-pilot held a Venezuelan pilot and medical certificate as well as an FAA airline transport pilot certificate and first-class medical certificate from November 2014. He had about 9,529 total hours, including 5,184 multiengine hours and 152 Beech 1900 hours with the company since 2012.
Aircraft Information
The 21-seat, twin-engine, low-wing, retractable gear airplane (serial number UC-47) was manufactured in 1988. It was powered by two Pratt and Whitney Canada PT6A-65B engines with Hartzell HC-B4MP-3A propellers. The most recent inspection was completed on February 2, 2015, at 35,373 total airframe hours. The left engine had 2,305 hours since overhaul; the right engine had 3,449 hours since overhaul. On February 9, 2015, the left propeller was replaced with an overhauled unit; the accident flight was the first flight after that replacement. The maintenance technician who performed the work reported that pilots had noted problems with the left propeller on February 7, specifically that it was not achieving correct power or pitch angle. The technician followed the maintenance manual and performed an operational check afterward.
Meteorological Information
At 1453, KTMB reported wind from 030° at 5 knots, clear skies, 10 miles visibility, temperature 23°C, dew point 10°C, and altimeter 29.96 inHg.
Wreckage and Impact Information
The airplane came to rest upright in a field against trees, oriented about 110° magnetic. A debris path began at a severed utility pole; scrape marks on the adjacent road were consistent with left wingtip contact. Sections of left propeller blades were found near the pole and along the debris path. The debris path extended about 240 feet on a 240° heading to the main wreckage. A postcrash fire consumed most of the cockpit and cabin. The empennage remained intact but charred. Left and right outboard horizontal stabilizer sections separated consistent with impact. The left wing mid-section was fire-damaged; flaps and aileron were partially separated. The right wing was also partially consumed; landing gear were retracted. Elevator trim indicated greater than 15° down; rudder trim indicated about 15° left (full right rudder); aileron trim was neutral. Control continuity was confirmed except where cables were cut by recovery or melted. The right propeller remained attached; all four blades separated at the hub. Examination of the right engine showed rotational scoring but no preimpact mechanical malfunctions; propeller blades were within normal operating range at impact. The left propeller remained attached; two blades separated at the hub, one separated about 1 foot from the hub, and the fourth remained attached and twisted. The propeller governor reversing lever (beta arm) was found above the guide pin; the beta carbon block was missing. Impact marks on the left propeller piston dome indicated blades were in the feathered position at impact. Metallurgical examination showed the beta arm was likely forced above the guide pin by impact, removal, or recovery.
Additional Information
Checklists for before-takeoff runup included steps for CVR check, power lever stabilization at 1520–1610 RPM, low pitch solenoid test, and autofeather test. Data from the CVR and FDR did not capture execution of these items. Emergency procedures for engine failure above V1 specified landing gear up after positive climb, verifying inoperative propeller feathered, maintaining V2 to 400 feet AGL, then increasing to Vyse, and flaps up. Published V2 at 16,600 pounds was 120 knots; Vyse was 125 knots; single-engine climb rate about 500 fpm.
Flight Recorders
The CVR (Fairchild A-100S) recorded 30 minutes of audio; a transcript was prepared covering 12 minutes 26 seconds. The FDR (Loral/Fairchild F1000) recorded parameters including engine torque, propeller speeds, airspeed, and heading. Data showed left engine propeller rpm decreased to about 60% at 1437:54 while torque went off-scale, consistent with feathering. Left engine torque and rpm dropped to zero by 1438:34, indicating shutdown. Right engine maintained 90% rpm and 3,000–5,000 ft-lbs torque until the end of data. Airspeed decayed from 110 to 100 knots during a 40° left turn. FDR also recorded an approximate 12-minute post-maintenance engine run between flights, but no evidence of torque check, overspeed governor test, low pitch solenoid test, or autofeather check.
Medical and Pathological Information
Autopsies were performed on both pilots. Toxicological testing for the pilot detected chlorpheniramine, pseudoephedrine, and telmisartan; chlorpheniramine levels were below reportable quantitative levels consistent with no impairment. The copilot tested positive for diphenhydramine at therapeutic level in cavity blood and losartan; impairment could not be determined due to the testing source.