History of Flight
On October 18, 2022, at 0709 eastern daylight time, a Beech E-90, registration N515GK, was substantially damaged in an accident in Marietta, Ohio. The two commercial pilots were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 135 positioning flight. The flight originated at John Glenn Columbus International Airport (CMH), Columbus, Ohio, about 0640 and was enroute to Mid-Ohio Valley Regional Airport (PKB), Parkersburg, West Virginia.
Automatic dependent surveillance - broadcast (ADS-B) data revealed that after takeoff from CMH, the airplane climbed and turned on a ground track of 115°, then leveled off at 11,000 ft mean sea level (msl), where it remained for most of the 75-nautical-mile flight. Air traffic control (ATC) communications were normal with no irregularities.
After departing cruise, the airplane descended at about 1,200 ft per minute at a calculated airspeed of 122 knots. Controllers cleared the flight to descend and maintain 4,000 ft msl. About 0706, the pilot contacted PKB requesting the RNAV approach to runway 21 and was instructed to report upon reaching MIDCO, the Final Approach Fix (FAF) with a minimum crossing altitude of 2,800 ft msl. The pilots were cleared for the RNAV RWY 21 approach. The airplane leveled at 2,800 ft msl, increased speed to 150 knots, and turned onto a long final approach. Shortly after, the pilots were instructed to contact the PKB control tower; subsequent communications were normal.
About 0709, on a 3-mile final approach, the controller notified the pilots of a vehicle on the runway checking for wildlife, which was acknowledged. About 1 minute later, the airplane emerged from an overcast cloud layer while crossing MIDCO, and the pilots were cleared to land on runway 21. The airplane was traveling about 170 knots, aligned with the runway, then speed decreased to 126 knots. (Published approach speed was about 90 knots; stall speed about 65 knots with full flaps, or 88 knots without flaps at maximum gross weight.) No additional communications were received from the flight crew.
Multiple eyewitnesses at the airport and surrounding area reported that the airplane, while flying straight and level, suddenly began a steep descent and spun near vertically to the ground. Security camera footage confirmed a near-vertical descent through impact.
Aircraft Information
The Beech E-90 is a high-performance, conventional-tail, pressurized, twin-engine turbo-propeller airplane, equipped for flight in instrument meteorological conditions and known or forecast icing conditions. The surface deice system used pneumatic boots on leading edges of wings and stabilizers, controlled by a three-position switch. The airplane’s Airplane Flight Manual (AFM) landing checklist was available.
Meteorological Information
Weather at the time included pilot reports of trace to moderate icing and AIRMETs for moderate icing. Satellite data showed supercooled liquid water clouds from 1,300 ft above ground level (agl) to about 8,000 ft agl. The PKB Automated Surface Observing System reported at 0653: wind 260° at 3 knots, visibility 10+ miles, overcast ceiling 1,400 ft agl, temperature 3°C, dew point 1°C, altimeter 29.80 inches of mercury. At 0750: wind 260° at 6 knots, visibility 10+ miles, overcast ceiling 1,300 ft agl, temperature 3°C, dew point 1°C, altimeter 29.81 inches of mercury. The NWS Current Icing Product showed a 60-85% probability of icing at 3,000-5,000 ft, with icing intensity from light to heavy and a 20-80% probability of Supercooled Large Droplets. The pilots did not request weather from Leidos Flight Service but used their ForeFlight account about 2008 on October 17 for a briefing that included AIRMETs Sierra and Zulu.
Wreckage and Impact Information
The airplane impacted an automobile dealership parking lot at 614 ft msl, about 3 miles northeast of the approach end of runway 21 at PKB. It struck several vehicles before coming to rest on level pavement. The wreckage path was compact, oriented on a heading of 305° magnetic. All major components were accounted for. The cockpit and forward fuselage were crushed aft. A significant postimpact fire consumed most of the fuselage and cockpit area. The left and right flaps, significantly damaged, remained attached and indicated a flap position of 15°. Partial flight control continuity was established; breaks were consistent with overload. The pneumatic anti-icing system was consumed by fire; preimpact operation could not be determined. Both engines displayed rotational contact signatures indicating power at impact, with no preimpact mechanical anomalies. Propeller assemblies had separated; blade angles were approximately 30° while rotating with power and generating thrust. A Garmin GTN 750 was recovered but severely damaged; no data were recovered.
Additional Information
A performance study showed that glide performance for the E90 model was not available, but the Beech B200 had a glide performance of 2 nm per 1,000 ft. The final descent was not consistent with a loss of power. Pilot reports indicated trace to moderate icing conditions and AIRMETs for moderate or greater icing potential from 2,600 ft to 9,000 ft. A simplified aerodynamic model estimated that drag did not increase substantially enough to indicate ice buildup; if icing was present, its effects were not captured by the flight path data. An FAA Advisory Circular discussed tailplane icing effects, stating that ice on the tailplane could lead to a stall after flap deployment, resulting in a sudden pitchover.
Medical and Pathological Information
The Montgomery County Coroner’s Office determined the pilot’s cause of death as multiple injuries. Toxicological testing detected amlodipine and atorvastatin (non-impairing prescription medications) and carboxy-delta-8-THC (a non-psychoactive metabolite) in liver and lung tissue. The copilot’s cause of death was also multiple injuries; toxicology revealed no tested-for substances.