History of Flight
On March 15, 2021, at approximately 1458 eastern daylight time, a Beech B36TC, N236BC, was destroyed when it collided with a vehicle and the ground after takeoff near Pembroke Pines, Florida. The private pilot and pilot-rated passenger in the airplane and a passenger in the vehicle sustained fatal injuries; the driver of the vehicle sustained serious injuries. The flight was conducted as a Title 14 Code of Federal Regulations Part 91 personal flight.
A witness at the departure airport reported hearing the airplane's engine during the before-takeoff run-up, describing it as sputtering with a rough idle. The witness heard the propeller cycle multiple times and the engine backfire when power was increased. The witness did not observe the takeoff. According to FAA air traffic control, the airplane was cleared for takeoff from runway 10L at 1457:05 and instructed to enter the left downwind leg of the traffic pattern, which was acknowledged. No distress calls were received.
Another witness, located about 775 ft northwest of the departure end of runway 10L, saw the airplane in a very low climb at a slow rate, characterizing the takeoff as a soft-field takeoff. This witness reported hearing a sudden total loss of engine power, stating it "failed completely." At that time, the airplane was about 100 to 200 ft past the departure end of the runway and at an altitude lower than 300 ft above ground level. The airplane maintained its attitude for 1 to 2 seconds, then began a gentle right bank while maintaining pitch attitude, stalled, spun, and pitched nose down. The witness heard the sound of impact and noted an explosion.
Aircraft Information
The airplane was manufactured in 1996 and exported to South Africa, then de-registered for export to the United States in January 2021. An individual who inspected the airplane during its last annual inspection reported that the engine was operated twice with normal operation. The airplane had been flown twice since that inspection. After a short flight on March 2, 2021, the accident pilot and another person were seen working on the engine for unknown reasons. After a flight on March 9, 2021, the pilot (right seat occupant of the accident flight) said the airplane flew "perfectly well" but noted the aileron trim knob was slipping; a follow-on inspection found the knob satisfactory.
According to the airplane flight manual (AFM), the before-takeoff checklist required the three-position auxiliary fuel pump to be OFF. The takeoff checklist indicated takeoff rpm between 2,600 and 2,650, increasing to 2,700 during the roll. A warning stated: "DO NOT TAKE OFF WITH THE AUXILIARY FUEL PUMP ON HI. EXCESSIVELY HIGH FUEL FLOWS CAN CAUSE ENGINE COMBUSTION TO CEASE DURING THE TAKE-OFF ROLL." The auxiliary fuel pump was a single-speed, dual-pressure, electrically-driven vane-type pump controlled by a three-position switch (OFF, LO, HI) located on the pilot's subpanel.
The airplane was fueled on March 2, 2021, with 79.3 gallons of 100 low lead (100LL) aviation fuel. The person who fueled the airplane could not recall if both interconnected tanks were filled. The fuel facility general manager reported that 551 aircraft were subsequently fueled from the same truck without quality issues. Postaccident inspection of the truck revealed no contaminants; fuel appeared blue and clear, consistent with 100LL. Fuel testing was not performed. Flight tracking data showed a local flight from HWO on March 9, 2021; no other flights occurred between fueling and the accident.
Wreckage and Impact Information
The airplane crashed in a densely populated area east of the airport. The main wreckage came to rest about 1,831 ft and 138° from the departure end of runway 10L, adjacent to a north/south road. The separated propeller came to rest near the front passenger side of the impacted vehicle. Two portable electronic devices were heat, moisture, and impact damaged, precluding data recovery.
Two broken powerlines were found: a 7,620-volt line about 35 ft agl and a 120-volt line about 23.5 ft agl. The right wing, cockpit, cabin, right horizontal stabilizer, and right elevator were nearly consumed by fire; the left wing showed extensive fire damage. The fuel selector was positioned to the left tank. The left fuel system was free of obstructions except for a crimped line at the wing root from recovery. The right fuel supply line was heat damaged. The three-position auxiliary fuel pump switch was between LO and OFF; no impact marks were found, so its position at impact could not be determined.
Flight controls showed no preimpact failure. The left elevator trim actuator extended 1.35 inches (neutral to 5° tab trailing edge down). The aileron trim actuator extended 1.4 inches (2.25° tab trailing edge up). The left flap actuator extended 1.85 inches (flaps retracted); the right flap actuator was heat damaged.
Examination of the separated engine revealed a section of insulated powerline wrapped four times around the crankshaft. Impact damage was present. No fuel contamination was found. All spark plugs except two were dark, consistent with a rich fuel-to-air ratio. Operational testing at the manufacturer found that during a run with the engine-driven fuel pump and activation of the test cell's electric fuel pump, the engine suddenly lost total power. With only the engine-driven pump, the engine achieved a maximum of 2,451 rpm and 32.9 inHg, with fuel flow about 35% less than minimum and pump pressure about 41% less. The engine-driven fuel pump tested out-of-tolerance for pressures at 600 rpm and 2,700 rpm/36 inHg. The turbocharger showed no preimpact failure. The wastegate was out of limits after impact, but the controller tested within limits.
All three propeller blades remained in the hub. One blade had a slight aft bend and gouge; the second had a higher blade angle and leading-edge gouge; the third was loose, bent aft 110°, and had chordwise scratches.
The impacted car sustained extensive damage to the right side, hood, and roof. A child car seat was in the right rear seat. A crease in the right front door was consistent with propeller contact.
Additional Information
Video recordings from the airport and private residences were provided to the NTSB. Audio analysis indicated the engine rpm was about 2,600 at the start of the takeoff roll, about 100 rpm less than full-rated rpm. No engine sound was detected on audio from a camera near the accident site, likely due to a low signal-to-noise ratio or engine non-operation prior to impact.
A postmortem examination of the pilot was not performed due to religious concerns. Toxicology testing on the pilot's heart blood and urine identified no impairing drugs.