History of Flight
On May 2, 2015, about 1015 central daylight time, a Beechcraft B35 airplane, registration N5176C, was substantially damaged when it collided with a powerline and then the ground shortly after takeoff from Orange County Airport (KORG), Orange, Texas. The private pilot and flight instructor were seriously injured. The airplane was registered to Webb Real Estate Investments Inc. and operated by a private individual under 14 Code of Federal Regulations Part 91 as an instructional flight. Visual meteorological conditions prevailed, and the flight operated without a flight plan. The local flight was originating at the time of the accident.
One witness at the airport observed the airplane taxi out and conduct an engine run-up, estimating the airplane was on the ground for 30 to 45 minutes. He did not hear anything abnormal during the run-up but did not see the takeoff. Several witnesses located east of the airport observed the airplane's wings "rocking" back and forth just before impact with power lines and terrain. None reported hearing anything unusual. The airplane impacted terrain half a mile from the departure end of runway 4.
In a telephone conversation immediately following the accident, the pilot stated he did not recall anything about the flight. Despite attempts by the Investigator in Charge, the pilot did not return the NTSB Pilot/Operator Aircraft Accident Report form. The flight instructor also did not recall anything from the accident flight; his report form was received on July 27, 2015.
Personnel Information
The pilot, age 64, held a private pilot certificate with an airplane single-engine land rating. His most recent third-class medical certificate, issued December 2, 2014, required corrective lenses. His flight logbook showed a carryover total time of 885.3 hours, with 6.3 hours logged in four flights, including 5.8 hours of dual instruction in the accident airplane. He had completed a flight review on August 23, 2013, and logged five landings within the previous 90 days.
The flight instructor, age 66, held an airline transport pilot certificate with multiengine land rating, a commercial pilot certificate with single-engine land and rotorcraft-helicopter ratings, a flight instructor certificate with single-engine, multiengine, and instrument ratings, advanced and instrument ground instructor certificates, and an airframe and powerplant mechanic certificate. His most recent second-class medical certificate, issued January 20, 2015, required corrective lenses. According to FAA records, he had logged no less than 15,620 hours. He did not provide his total time, time in the accident make and model, or date of last flight review. Entries in the private pilot's logbook indicated the flight instructor had provided previous instruction in the accident airplane.
Aircraft Information
The accident airplane, a Beechcraft B35 (serial number D-2375), was manufactured in 1950. It was registered on a standard airworthiness certificate for normal operations. A Continental E-225-8 engine rated at 225 horsepower at 2,650 rpm powered the airplane, equipped with a 2-blade Beechcraft 215-107 propeller. The airplane was maintained under an annual inspection program; an annual inspection was completed on November 12, 2014, at an airframe total time of 6,099.17 hours. The airplane was equipped with a pressure-type carburetor, which is not susceptible to carburetor icing. It was not equipped with carburetor heat, only alternate air in case the filter iced over.
Meteorological Information
The closest official weather observation station was Orange County Airport (KORG). The routine aviation weather report (METAR) issued at 1015 reported wind 340 degrees at 3 knots, visibility 10 miles, clear sky, temperature 25 degrees Celsius, dew point 12 degrees Celsius, and altimeter 30.11 inches of mercury. Density altitude was calculated as 1,143 feet. A review of the carburetor icing probability chart indicated the airplane was operating in an area favorable for serious carburetor icing at glide power, but the plotted point was not near the threat area for icing in pressure-type carburetors.
Wreckage and Impact Information
The accident site was located in level, grass-covered terrain at an elevation of 16 feet mean sea level. The airplane impacted on a magnetic heading of 040 degrees. The main wreckage included both wings attached to the fuselage, the engine partially separated at both upper engine mounts, and the propeller assembly. The cabin was impact-damaged but the occupiable space was not compromised except at the floorboard rudder pedals. The forward windscreen was broken on the left side. The single control yoke was impact-damaged and separated, consistent with being on the pilot's side at impact. The instrument panel was damaged; the turn coordinator glass was broken; the magneto key was in the "both" position; the throttle control was about 1 inch out; the propeller control was impact-damaged; and the mixture control was full rich.
The right wing leading edge was crushed, torn, and wrinkled; a 4-foot section about mid-span was torn and separated. The right aileron separated at the outboard hinge and was bent. The outboard bottom portion of the right wing had witness marks consistent with a wire strike. The left wing was bent up and diagonally wrinkled about mid-span; the leading edge skin was crushed and wrinkled. Discoloration on the left wing leading edge was consistent with arcing. The empennage partially separated; a small section was cut for recovery. The emergency locator transmitter was in the "On" position and was shut off after the accident. Control continuity was confirmed for ailerons, elevator, and rudder.
The propeller assembly remained attached to the engine at the propeller flange. One lead on the right magneto harness was impact-damaged. Fuel was observed in lines up to the fuel pump. The upper spark plugs appeared new. No external catastrophic damage was observed on the engine. Blade A was bent aft about 90 degrees about 12 inches from the hub; the face at the bend was abraded. Blade B was bent aft slightly with witness marks consistent with a wire strike. No rotational scoring was evident on either blade.
Two 25-pound gym weights and an air conditioner cooler containing eight half-gallon plastic bottles of water (frozen at the time of the accident) were located in the back of the airplane, weighing 49.4 pounds. No preaccident mechanical malfunctions or failures were found that would have precluded normal operation.
Additional Information
Weight and Balance: According to the most recent weight and balance (November 23, 2005), the basic empty weight (including engine oil) was 1,835.7 pounds. The maximum weight per the type certificate was 2,650 pounds. Fuel receipts and logbook entries indicated the last flight was on April 19, 2015, and the airplane was serviced with 12 gallons of fuel on April 25, 2015. Recovery found the two main fuel tanks and auxiliary tank full (39.5 gallons). Useful fuel weight was 252 pounds. The combined weight of pilot and flight instructor (from medical certificates) was 564 pounds. The weight of gym weights and cooler was 99.4 pounds. The estimated takeoff weight was at least 2,751.1 pounds, exceeding the maximum. A weight and balance calculation found in the wreckage estimated empty weight at 1,670 pounds, occupants 520 pounds, baggage/cargo 200 pounds, fuel after start/taxi/takeoff 264 pounds, for a subtotal takeoff weight of 2,644 pounds.
Takeoff Performance: According to the Beechcraft B-35 pilot operating handbook, under conditions of takeoff power, flaps up, landing gear retracted, mixture leaned for maximum rpm, temperature 25 degrees C, weight 2,600 pounds, and 3-knot headwind, the airplane should have required between 700 feet (no obstacle) and 1,300 feet (50-foot obstacle).
Flight Recorders: The airplane was equipped with an Electronics International MUX-8A engine monitor. Data from the accident flight were sampled once every six minutes at 0957 and 1003. Exhaust gas temperatures (EGT) and cylinder head temperatures (CHT) were recorded. According to Continental Motors, the EGT numbers did not approach typical full-power temperatures.
Tests and Research: The engine was relocated for examination. After compression tests, the engine started and ran through a series of rpm increases for 20 minutes without hesitation, stumbling, or interruption. A post-run compression test showed varying results. The carburetor, impact-damaged, could not be functionally tested; disassembly revealed no anomalies that would have precluded normal operation.