History of Flight
On July 28, 2017, about 1852 Hawaii-Aleutian standard time, a Beech BE-19A airplane, registration N6142N, collided with terrain near Waipi'o, Hawaii. The private pilot and three passengers sustained fatal injuries. The airplane was substantially damaged. The flight was operated under 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The airplane departed Daniel K. Inouye International Airport (HNL), Honolulu, Hawaii, about 1837.
Recorded air traffic control communications indicated that the airplane departed HNL runway 04R. Although not in contact with ATC after departure, radar data showed the airplane's secondary transponder beacon code as it departed and made a left turn to the northwest. At 1843, radar data indicated the airplane at 1,800 ft mean sea level (msl) about 4 miles north of the airport on a northwesterly heading. Over the next 2 minutes, altitude varied and descended to 1,500 ft as it turned west. About 1 minute later, the airplane began a series of three 360° turns: first a right turn at 1,200 ft, then a left turn at 1,100 ft, and finally another left turn climbing to 2,000 ft. After the third turn, the airplane was on a westerly heading approaching a ridgeline. About 10 seconds later, it initiated a descending left turn. The last radar target, at 1852, showed the airplane at 1,900 ft.
A witness located half a mile east of the accident site reported seeing the airplane flying "very low," making a turn, and then going out of view. The witness heard the engine producing power followed by a "boom" and then silence.
At 1859, the FAA Honolulu Control Facility (HCF) Front Line Manager contacted the Coast Guard regarding a strong emergency locator transmitter (ELT) signal near BOOKE intersection west of O'ahu. The Coast Guard had no active signals. The following morning at 0844, the FLM reported the strongest signal 5 nautical miles northwest of HNL. The Coast Guard dispatched a C130 flying to HNL to perform a shoreline pass.
At 1239, the owner of the accident airplane reported it missing; an alert notice (ALNOT) was issued at 1322. The Coast Guard located the wreckage on the east side of steep, mountainous terrain at an elevation of 1,900 ft, near the last radar return.
Personnel Information
The 29-year-old pilot held a private pilot certificate with a rating for airplane single-engine land, issued on May 4, 2017. He held an FAA first-class medical certificate issued in August 2012 with no waivers or limitations. According to logbooks, his first flight in the Beech 19A was a checkout flight on June 8, 2017, for 1.3 hours (though the airplane log recorded it on July 8, 2017). He logged three other flights in the type, with the last logged on July 19, 2017. An unlogged flight on July 21, 2017, for 0.9 hour was recorded in the airplane log. The pilot had accumulated about 6.3 hours in the Beech 19A. Total flight experience was about 127.5 hours, with 9.1 hours in the previous 90 days and 5.1 hours in the previous 30 days.
Aircraft Information
The 4-seat, low-wing, fixed-gear airplane, serial number MB-413, was manufactured in 1969. It was powered by a 150-horsepower Lycoming O-320-E2A engine, serial number L-24212-27A. At the most recent annual inspection on February 1, 2017, the airframe and engine had accumulated 5,072.11 hours. Engine time since major overhaul was 1,613.51 hours, with 153.61 hours since top overhaul.
A current weight and balance form found in the wreckage indicated a maximum gross weight of 2,250 lbs and an empty weight of 1,436.40 lbs. Fuel capacity was noted: each of two tanks had visual measuring tabs at 15 and 20 gallons. The owner reported checking fuel before the flight and each tank indicated about 17.5 gallons. The gross weight at departure was estimated at 2,311 lbs, 61 lbs over the maximum certificated gross weight. According to the center of gravity envelope graph, the airplane was loaded near its forward CG limit at takeoff.
Meteorological Information
An automated surface weather observation at HNL (elevation 13 ft msl, 12 miles southeast of the accident site), issued 1 minute after the accident, reported wind from 060° at 12 knots gusting to 23 knots, 10 miles visibility, few clouds at 2,500 ft and 3,600 ft, scattered clouds at 7,500 ft and 20,000 ft, temperature 27°C, dew point 20°C, and altimeter setting 29.96 inches of mercury. Another observation at Wheeler Army Airfield (HHI), 5 miles northeast of the accident site, at the same time, reported wind from 070° at 3 knots, 10 miles visibility, scattered clouds at 2,000 ft, temperature 25°C, dew point 21°C, and altimeter setting 29.97 inches of mercury.
Wreckage and Impact Information
The wreckage was located on steep mountainous terrain at an elevation of about 1,900 ft. The airplane collided with densely vegetated terrain in a nearly wings-level attitude about 50 ft below a ridge running perpendicular to the main north-south ridgeline. The highest point near the site was about 2,800 ft. The site was south of Pohakea Pass (2,100 ft), an area commonly used by pilots to transition the inland mountains of O'ahu.
All major components were identified in the immediate area. The outboard section of the right wing, with aileron attached, separated at the aileron/flap junction and was found about 30 ft below the main wreckage. The inboard section remained attached at the wing root. The right flap separated and was also below. The left wing remained attached with aileron and flap intact. Extensive compression damage was noted to the outboard left wing. The tail cone was compressed and buckled to the left; control surfaces remained attached. The cockpit and cabin area sustained extensive impact damage; inboard attachment points of the front seats were separated from the floor.
The engine remained attached, displaced upward and aft. The vacuum pump and drive coupler were visible. The carburetor was not visible due to engine position. Spark plugs were secure and undamaged, with normal operating signatures. Magnetos were securely mounted. Rocker box covers were removed from cylinders 1, 2, and 4 (No. 3 not removed due to corrosion), showing undamaged valve train with no contamination. Combustion chambers were undamaged via borescope examination. The fixed-pitch metal propeller blades remained partially attached. Complete crankshaft rotation was not possible due to engine position, but partial rotation confirmed continuity to the vacuum pump drive. Propeller blade damage included leading edge gouging, torsional twisting, chordwise striations, and trailing edge S-bending, consistent with rotational forces at impact. The wreckage was not recovered.
Medical and Pathological Information
The Department of the Medical Examiner, Honolulu, Hawaii, completed an autopsy of the pilot and concluded the cause of death was blunt impact to the torso. Toxicology testing by the FAA's Bioaeronautical Sciences Research Laboratory was negative for carbon monoxide, volatiles, and tested drugs. Tests for cyanide were not performed.