Accident Summary
On August 28, 2017, at 0839 eastern daylight time, a Beech A36 airplane, registration N87RY, was destroyed when it collided with trees and terrain near Ellabell, Georgia, during a forced landing following a complete loss of engine power. The pilot and two passengers were fatally injured. The airplane was operated under Title 14 Code of Federal Regulations Part 91 as a business flight. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed. The flight departed Savannah/Hilton Head International Airport (SAV) at 0829 and was destined for Cobb County International Airport – McCollum Field (RYY).
Radar and Communications
Radar data showed the airplane departed SAV at 0829, made a left turn to a heading of about 300°, and reached an altitude of 3,900 ft mean sea level about 6 minutes later. At 0835:46, the pilot declared an emergency and reported engine failure. A tower controller provided directional guidance to Cypress Lakes Airport (GA35), but expressed concern about the airplane reaching it. The pilot’s final transmission at 0838:57 stated the airplane "would probably make it." The airplane began descending after reaching peak altitude and made a left 180° turn. The final radar data point at 0839:39 showed the airplane at 400 ft msl, heading about 120°, about 0.1 mile from the accident site, which was about 6 miles from GA35.
Pilot Information
The 39-year-old pilot held a commercial pilot certificate with single-engine land, multiengine land, and instrument airplane ratings. His most recent FAA first-class medical certificate was issued on March 20, 2017, without waivers or limitations. According to his logbook, he had accumulated 1,420 total flight hours, including 786 hours in single-engine land airplanes and 633 hours in multiengine land airplanes.
Aircraft Information
The Beech A36, serial number E-2917, was manufactured in 1994. It was a single-engine airplane with retractable tricycle landing gear and seating for six occupants. It was powered by a 300-horsepower Continental Motors IO-550-B29B engine. Maintenance records showed the airplane was maintained per 14 CFR 91.409 using a manufacturer-recommended program. The most recent engine overhaul was on December 5, 2007, at 1,815 hours. On May 23, 2016, all six engine cylinders were replaced at a Hobbs meter reading of 516.6 hours. Most recent maintenance was on June 29, 2017, at 3,215.2 airframe hours. The recording hour meter at postaccident examination was 743.2 hours, indicating 62.6 hours since the last maintenance and 226.6 hours since cylinder replacement.
Meteorological Information
At 0853, the weather reporting station at SAV recorded wind from 030° at 12 knots, 10 miles visibility, few clouds at 4,000 ft agl, broken clouds at 7,000 ft and 25,000 ft agl, temperature 23°C, dew point 18°C, and altimeter setting 30.12 inches of mercury.
Airport Information
Radar and voice data indicated the airplane was traveling on a heading of about 300° when the pilot reported engine power loss. At that time, GA35 was about 6.5 nautical miles away on a heading of 174°, requiring a 126° left turn. The airplane glided about 6.3 nm after the emergency declaration. Additionally, Briggs Field Airport (GA43) was about 3.4 miles away on a heading of 345°, requiring a 45° right turn; GA43 had a 2,300-ft turf runway. Although GA35 was depicted on the controller's display map, GA43 was not. FAA Order JO 7210.3Z stated display map data should include airports, but facility managers could delete items not required. The air traffic facility was not aware of GA43's existence; after the accident, GA43 and other small airports were added to the display map data at SAV ATCT.
Wreckage and Impact
The airplane impacted trees and terrain near Ellabell, GA, in a wooded swamp area at a GPS elevation of 59 ft. The airplane was upright, facing 323°. An impact crater was centered about 10 ft in front of the nose. Trees showed a descent angle of about 45°. The engine was partially separated; the fuselage was buckled in the cabin section with the aft section bent upward. Flight control continuity was verified. Flaps were in the up position (0°), and landing gear was retracted. No preimpact airframe defects were noted.
Engine Examination
Examination of the engine revealed a hole about 2 inches in diameter in the top right rear of the engine case; the crankshaft was visible with no connecting rod attached to the rod journal. Teardown revealed the No. 1 connecting rod was separated from the crankshaft and piston. Fragments of the No. 1 connecting rod were found in the crankcase. Four of eight nuts retaining the No. 1 cylinder and one nut on the No. 2 cylinder were loose during disassembly, with no breakout torque measurable. Two loose nuts on the No. 1 cylinder were on through-studs clamping the No. 1 main bearing. The No. 1 main bearing had shifted to the rear, obstructing oil flow to the No. 1 main and connecting rod bearings. Other connecting rods showed normal signatures with some mechanical damage from internal components. No other preimpact anomalies were detected.
Medical and Pathological Information
An autopsy on the pilot performed by the Georgia Bureau of Investigation determined the cause of death as multiple injuries. Toxicology testing at the FAA Forensic Sciences Laboratory was negative for all substances in the screening profile.