History of Flight
At about 1009 eastern daylight time on September 26, 2021, a Beech C-23, registration N3342L, was substantially damaged in an accident in Lansing, West Virginia. The private pilot and two passengers were fatally injured. The airplane was operated as a personal flight under 14 CFR Part 91.
The airplane had been parked at New River Gorge Airport (WV32) over the weekend. The pilot and passengers arrived that Sunday, loaded luggage and camping gear, and the pilot started the engine and taxied from a midfield parking spot to the approach end of runway 22, which is 2,950 ft long.
Three witnesses—the airport owner, his brother, and a neighbor—provided consistent accounts. They reported the airplane powered up and accelerated. When it reached the point where airplanes usually lift off, it continued accelerating down runway 22. The takeoff was aborted, and the airplane turned around to attempt departure from runway 04.
On the second attempt, the airplane again accelerated until engine power was reduced, and the takeoff was aborted. It turned around again and began a third takeoff from runway 22. One witness stated that as the airplane approached the departure end, it was going too fast to stop but not fast enough to take off.
The airport owner’s brother said the airplane lifted off about 800 ft before the departure end, cleared trees, and flew over Mill Creek. The terrain on the opposite bank was higher and included mature trees. The airport owner thought the airplane might clear the trees, but it banked steeply left (estimated 45°) and disappeared below the trees. Engine sound was smooth and continuous until impact.
Personnel Information
The pilot held a private pilot certificate with single-engine land and instrument ratings. His logbook showed 395.7 total flight hours, with an estimated 312 hours in the accident airplane make and model.
Meteorological Information
Reported weather conditions resulted in an estimated density altitude of 1,845 ft at the time of the accident.
Wreckage and Impact Information
The airplane came to rest on the opposite side of Mill Creek, about 880 ft south of the departure end of runway 22. The initial impact point was a treetop about 60 ft above ground, uphill from the main wreckage. The wreckage path was about 75 ft long, oriented on a magnetic heading of 090°. Several angularly cut wood pieces were found along the path. The main wreckage came to rest upright, also on a 090° heading, with all major components accounted for.
The engine was dislodged from its mounts and came to rest inverted. The propeller spinner showed torsional twisting, and both blades had spanwise bending and leading-edge gouging. The engine firewall, instrument panel, windscreen posts, and cockpit floor were destroyed; the windscreen was separated. Both wings' leading edges were crushed aft; the right wing skin outboard of the right main landing gear was separated and found uphill. The right aileron remained attached to that separated section. Flight control cable continuity was established for all controls.
Engine continuity was confirmed through the accessory, powertrain, and valvetrain. Compression was present. Magnetos produced spark. Spark plugs showed minimal wear. Fuel was present at the fuel pump and carburetor; the carburetor inlet screen was clean.
Additional Information
The maximum allowable gross weight of the airplane was 2,450 lbs, with a calculated useful load of 862.4 lbs. The luggage and camping gear weighed 253 lbs. Estimated occupant weight plus cargo was 813 lbs. Estimated fuel weight at departure was either 193 lbs (32.2 gallons) or 83 lbs (13.8 gallons), depending on whether tanks were full or two-thirds full when departing the home base, considering fuel consumed during the 2.5-hour flight to WV32. The pilot did not purchase fuel at WV32.
With 32 gallons of fuel, calculated weight was 2,574 lbs (124 lbs over max gross) and aft of the aft CG limit. With 14 gallons, weight was 2,463.4 lbs (13 lbs over max gross) and also aft of the aft CG limit.
Based on the POH takeoff distance chart for max gross weight, density altitude 1,845 ft, 4-knot headwind, and 15°C, the interpolated ground roll was 1,280 ft, distance to clear a 50-ft obstacle was 2,239 ft, liftoff speed 65 knots, and 74 knots at 50 ft. Stall speed in a 45° bank with flaps retracted was 74 knots.
A notebook paper titled “1/25/2021 New Personal Minimums” was found in the pilot’s logbook. It listed aircraft performance data, including max gross weight, empty weight, max fuel, and a 328-lb “non-pilot” weight consistent with payload capacity at full fuel. It also listed minimum runway lengths: 2,400 ft standard, 3,000 ft hot.
The FAA Weight and Balance Handbook notes that many aircraft are designed so that full seats, baggage, and fuel result in overloading.
Medical and Pathological Information
The state autopsy determined the cause of death as generalized blunt impact injuries, manner accident. No significant natural disease. Toxicology by the FAA Forensic Sciences Laboratory detected tetrahydrocannabinol (THC) in cavity blood at 1.1 ng/mL; not in liver. THC-COOH was detected in cavity blood (6.1 ng/mL) and liver (30.9 ng/g). Ethanol was not detected in cavity blood. Medical examiner’s toxicology found THC at 1.2 ng/mL and THC-COOH at 8.0 ng/mL in pleural blood; ethanol at 0.026 g/dL in pleural blood.
THC is the primary psychoactive compound in cannabis, causing euphoria, relaxation, and alterations in motor behavior, time/space perception, and cognition. Performance impairments can last 1–2 hours or more. THC is rapidly metabolized, fat-soluble, and can be detected for days or weeks, so blood levels do not necessarily indicate recent use or impairment. The FAA AME guide states that medical certificates should not be issued to applicants using cannabis, including medical marijuana.
Ethanol is a central nervous system depressant that impairs judgment and psychomotor function. Postmortem ethanol production is possible due to microbial activity, especially with extensive trauma.