History of Flight
On December 9, 2017, at about 1633 Pacific standard time, a Beech A36, registration N248SB, was destroyed when it impacted a residence during a forced landing shortly after takeoff from Montgomery-Gibbs Executive Airport (MYF) in San Diego, California. The airline transport pilot and one passenger sustained serious injuries, while two passengers were fatally injured. The airplane, registered to Altitude Aviation, Inc., was being operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and a visual flight rules flight plan was filed for the flight destined for Zamperini Field Airport (TOA) in Torrance, California. The flight originated from MYF about 1630.
The pilot reported an uneventful flight from TOA to MYF to pick up passengers. The airplane departed MYF on runway 28R with 45 gallons of fuel on board. About 1.5 nautical miles west of MYF, at about 700 ft above ground level (agl), the airplane experienced a total loss of engine power. The pilot described the loss as "possibly accompanied by a clacking sound." The surviving passenger reported hearing a loud "bang" before the power loss. Review of recorded radio transmissions from the MYF air traffic control tower revealed that, about 2 minutes after departure, the pilot reported the engine failure. The controller instructed the pilot to enter right traffic for runway 28R and cleared him to land. The pilot performed a steep 180° right turn and completed emergency procedures but could not restore power. He then executed a forced landing to a nearby school yard. During the landing roll, the airplane impacted and traveled through a fence before colliding with a residence. The surviving passenger noted that tree branches shattered her window and the right-side door was engulfed in flames. After the airplane came to rest, the other two passengers were unresponsive; she and the pilot egressed through the broken window. A postcrash fire ensued.
Radar data from the Federal Aviation Administration (FAA) showed the airplane climbing at 800 ft mean sea level (msl) about 0.3 miles from the departure end of runway 28R at 1632:08. It continued climbing on the runway heading to about 1,400 ft msl. At 1632:58, the airplane began descending in a right turn toward the southwest. The final radar return at 1633:40 depicted the airplane at 575 ft msl about 0.33 nm northeast of the accident site.
A video recorded by a witness southeast of the accident site showed the airplane in a steep right bank with landing gear extended and visible. The airplane briefly disappeared from view and, about 1 second later, touched down in the middle of a school yard.
Aircraft and Pilot Information
The pilot, age 41, held an airline transport pilot certificate with airplane single- and multi-engine land ratings and a flight instructor certificate with instrument and airplane single-engine ratings. He was issued a first-class FAA medical certificate on November 17, 2017, with no limitations. The pilot reported 5,500 total flight hours, with 150 hours in the accident airplane make and model.
The six-seat, single-engine, low-wing, retractable-gear airplane was manufactured in 1995 and powered by a Continental IO-550-B, air-cooled reciprocating engine with a three-bladed McCauley propeller. The most recent 100-hour inspection was completed on September 8, 2017, at 1,354.7 hours since engine overhaul.
Meteorological and Airport Information
The MYF weather observation at 1753 included calm wind, 10 statute miles visibility, clear sky, temperature 26°C, dew point -8°C, and an altimeter setting of 30.12 inches of mercury.
Wreckage and Impact Information
The airplane impacted a chain link fence and a tree before coming to rest in the backyard of a residence, oriented on a magnetic heading of about 240°. Most of the airplane was destroyed by postimpact fire. The touchdown point was defined by a right main landing gear tire imprint about 380 ft from the main wreckage. Tire tracks from the nose gear and left main landing gear adjacent to the touchdown point indicated continuous ground contact until 50 ft before the fence.
The left wing outboard section and wing tip separated from the airframe; the engine remained attached to the firewall. Flight control continuity was established for elevator and rudder to the cockpit, and partial aileron continuity from the bellcranks to the cabin. The flaps were in the retracted position. The elevator trim actuator measured a 10° tab-down deflection. The fuel selector handle and valve were both in the right tank position. Blood was observed inside the fuel selector.
The propeller remained attached; the spinner and two blades were fire-damaged, with one blade bent aft under the engine. The landing gear was extended.
The engine was consumed by fire; accessories were heavily damaged. Magnetos were melted and brittle with extensive thermal damage and could not produce spark. Spark plug leads were burnt; most were missing. Valve train continuity was established when the propeller was rotated by hand. Thumb compression was obtained on all cylinders except the No. 2 cylinder, which had a compressed intake valve spring consistent with fire damage; the valve was not fully seated. The throttle, metering assembly, and manifold valve exhibited heavy thermal damage. The fuel pump was burned; no fuel was present in the pump, sump, or lines. The alternator, vacuum pump, and oil filter were intact but heavily damaged by fire. The engine displayed no preimpact anomalies that would have precluded normal engine operation.
Medical and Pathological Information
The San Diego County Medical Examiner performed autopsies of the two passengers. The cause of death for both individuals was listed as thermal injuries and inhalation of products of combustion.