History of Flight
On August 18, 2019, at approximately 0851 eastern daylight time, a Beech 95-B55, registration N678DM, was substantially damaged during an accident near Wilmington, Delaware. The pilot and flight instructor were fatally injured. The airplane was operating as a Title 14 Code of Federal Regulations Part 91 instructional flight.
The flight was departing New Castle Airport (ILG) in Wilmington, Delaware. According to air traffic control radio communication data provided by the Federal Aviation Administration (FAA), the pilot established communication with the ILG tower controller, who cleared the airplane for takeoff from runway 32 and instructed the pilot to make left traffic. About one minute later, the pilot reported that during takeoff, a door had popped open. The controller instructed the pilot to execute a 180° turn and back-taxi on runway 32. Approximately two minutes later, the pilot requested to take off from runway 32, and the controller cleared the flight for takeoff. About two minutes later, the pilot advised the controller that he was returning to the runway but did not specify a reason or declare an emergency. The controller cleared the flight to land on any runway and provided a wind check, but subsequent attempts to contact the pilot received no response.
A witness driving on a nearby interstate reported observing the airplane performing a “nose diving” maneuver and heading straight down into trees.
Personnel Information
A review of the pilot’s logbook, recovered from the wreckage, indicated he had recorded approximately 586 total hours of flight experience, with 72 hours of multi-engine experience through the last logbook entry on June 22, 2019.
The flight instructor’s logbook was not recovered. On his application for a second-class medical certificate dated October 29, 2018, he reported 8,900 total hours of flight experience, including 115 hours in the previous six months.
Aircraft Information
The airplane was equipped with an optional fuel tank installation. According to the Beechcraft Baron B55 pilot’s operating handbook (POH), section VII, Systems Description – Fuel System, the optional fuel tank installation consisted of a 37-gallon main tank in each wing leading edge and a 31-gallon auxiliary tank in each wing panel outboard of the nacelle, for a total of 136 gallons of usable fuel if all tanks were full. The POH stated, “The separate, identical fuel supplies for each engine are interconnected by crossfeed lines. During normal operation each engine uses its own fuel pumps to draw fuel from its respective fuel tank arrangement. However, on emergency crossfeed operations the entire fuel supply of any or all tanks can be consumed by either engine.”
The POH, section III, Emergency Procedure – Engine Failure, included a checklist for engine failure after lift-off and in flight. It emphasized that an immediate landing is advisable regardless of takeoff weight and that continued flight cannot be assured if takeoff weight exceeds the weight determined from the Takeoff Weight graph. The checklist specified actions such as retracting landing gear and flaps, closing the throttle on the inoperative engine, feathering the propeller, and maintaining airspeed at 100 knots maximum until obstacles are cleared. After positive control is established, the checklist directed securing the inoperative engine by setting mixture to idle cut-off, turning the fuel selector off, and switching off the fuel boost pump, magneto, generator, and cowl flap, while monitoring electrical load. A note highlighted the importance of maintaining lateral and directional control, and that if airspeed is below 78 knots, power on the operative engine should be reduced as required.
Wreckage and Impact Information
The accident site was located approximately 2.1 nautical miles northwest of the runway 32 threshold. Examination of the wreckage revealed that the airplane impacted trees and then terrain in a nose-low and inverted attitude. An odor of 100LL aviation fuel was noted. Two sections of the right wing were separated and found in a tree about 30 feet above the ground near the main wreckage. Flight control cable continuity was established from all control surfaces to the cockpit. The left and right aileron bellcranks displayed fracture features consistent with overload, and all cable ends remained attached to their fittings. All three landing gear were retracted, and the landing gear switch was found in the retracted position.
The right fuel selector was in the “main” position. The left fuel selector was found between the “main” and “crossfeed” positions. Both fuel selector valves were removed; the right fuel selector valve was confirmed on the main (right) tank. The left fuel selector valve had no airflow when air was introduced through the crossfeed port, and airflow was restricted when blown through the main port. Fuel drained from the right fuel strainer tested negative for water with water-finding paste. No fuel was observed in the left fuel strainer. All fuel caps were found closed and secured. The four fuel tanks were breached and absent of fuel.
For both the left and right engine, the throttles were found in the full forward position, the mixture controls were fully rich, and the propeller controls were at the high rpm settings. Both ignition switches were in the “on” position.
The left engine remained partially attached to the airframe through wires, hoses, and cables. No signs of catastrophic internal engine failure were present. The crankshaft was rotated using a hand tool, and valvetrain continuity was established. After cylinder removal, the exposed crankshaft portions displayed normal operating and lubrication signatures. The fuel pump was functionally tested and capable of pumping fuel. The magnetos produced spark on all towers.
The left propeller remained partially attached to the propeller flange; one blade displayed minor chordwise scratches and the tip was bent about 90° forward. The other blade was bent aft and loose in the hub.
The right engine also remained partially attached to the airframe. No catastrophic internal failure was observed. Crankshaft rotation and valvetrain continuity were confirmed. The fuel pump and magnetos functioned normally in testing.
The right propeller had almost completely pulled free from the crankshaft. One blade exhibited minor twisting and aft bending deformation; the other blade showed S-bending deformation.
Medical and Pathological Information
The FAA Forensic Sciences Laboratory performed toxicology testing on the pilot’s tissue samples. Sertraline and desmethylsertraline were detected in blood and urine specimens. Sertraline is an antidepressant in the selective serotonin reuptake inhibitor class; desmethylsertraline is its active metabolite. Sertraline is a prescription medication for depression, post-traumatic stress disorder, panic disorder, social anxiety disorder, and obsessive-compulsive disorder. The medication carries a warning that use may impair mental and physical ability to perform hazardous tasks.
Toxicology testing on the flight instructor’s tissue samples detected acetaminophen in urine. Acetaminophen is a fever-reducing and nonnarcotic pain medication not considered impairing.