Accident
On June 28, 2017, about 1910 eastern daylight time, a privately owned Beech B23, registration N4023T, sustained substantial damage when it struck trees and terrain during a forced landing near Ocean Isle Beach, North Carolina. The private pilot received minor injuries, while the passenger, a student pilot, was seriously injured. The flight had departed from Odell Williamson Municipal Airport (60J) in Ocean Isle Beach at about 1908, en route to Stag Air Park (7NC1) in Burgaw, North Carolina. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91.
Pre-flight Events
According to the passenger, during an earlier flight from 7NC1 to 60J at cruise altitude of about 3,000 feet mean sea level, the pilot moved the engine mixture control from a partially leaned setting to full rich after the passenger noticed the exhaust gas temperature gauge read "a little high." This action caused a "very noticeable vibration" that worsened. The pilot then increased throttle to the "low to mid 2000" rpm range, after which the vibration ceased, and the engine operated normally for the remainder of that flight.
After landing at 60J, the pilot added about 15 gallons of fuel to the left fuel tank (used during the inbound flight) and about 5 gallons to the right tank. The passenger recalled the pilot mentioning using the right tank for the return but did not see the selector moved. The pilot then taxied to the airport restaurant, ate dinner, and before departing, removed the engine cowls to inspect for loose wires or anomalies related to the earlier vibration, finding nothing unusual. He also checked oil and performed a walkaround.
For the return flight, the engine started normally, idled for a few minutes, and the run-up showed no issues. The takeoff was described as a "ground effect takeoff," and initial climb was normal.
Power Loss and Forced Landing
At about 500 feet msl, the pilot noticed the airplane was not climbing as expected and engine rpm had dropped below 2000. He initiated a slow left turn back toward the airport, but the airplane would not climb. He checked the carburetor temperature gauge (reading about 58°F) and throttle friction; both were satisfactory. He considered switching fuel tanks but declined, fearing a complete power loss. Realizing he could not reach the runway, he prepared for a forced landing into a wooded area. During the landing, the left wing struck a tree, and the airplane rolled inverted.
Examination
A Federal Aviation Administration inspector examined the wreckage. The fuselage came to rest inverted; the right wing separated at the root; a section of the left wing separated at mid-span; the nose was crushed aft and upward; the empennage was crushed and bent right, aft of the baggage door; the vertical and horizontal stabilizers, rudder, and elevators separated. The propeller blades had minor scratches and nicks but were undamaged.
The engine was rotated by hand and produced thumb compression on all four cylinders. The Nos. 3 and 4 spark plugs were black and sooty. Both magnetos were dislodged; the starter Bendix was engaged; the fuel primer was closed; the throttle was about 1/4 inch from full; the mixture was in full rich (impact damage noted to panel); carburetor heat was off. Both fuel filler caps were secure with intact seals. The fuel selector was found between LEFT and RIGHT positions.
After recovery, further examination showed cockpit intact, flight control continuity confirmed. The fuel selector functioned normally; blowing air through fuel lines showed no blockages; fuel strainer and bowl debris-free. The carburetor was impact damaged but venturi and floats intact. Magnetos could not be tested. Air intake and exhaust were clear; no fuel system anomalies.
Pilot Experience
According to the pilot's logbook, he had 215 total flight hours, with about 40 hours in the same make and model as the accident airplane.
Weather Conditions
The recorded temperature and dew point near the time of the accident, at an airport about 15 miles west, were 81°F and 59°F, respectively. An FAA carburetor icing chart indicated serious icing at glide power for these conditions.