History of Flight
On February 22, 2023, about 1156 central standard time, a Beech B200 airplane, registration N55PC, was destroyed when it crashed near Little Rock, Arkansas. The commercial pilot and four passengers sustained fatal injuries. The flight was operated under Title 14 Code of Federal Regulations Part 91 as a business flight to transport emergency workers from Little Rock to Columbus, Ohio, in response to an alloy plant explosion in Bedford, Ohio. The airplane was owned and operated by Consulting Toxicology and Environmental Health (CTEH).
Radio communications showed that at 1151:16, the pilot contacted ground control at Bill and Hillary Clinton National Airport (LIT) and acknowledged the latest weather, which included a low-level wind shear (LLWS) advisory. The controller instructed the pilot to taxi to Runway 18 via taxiway A. LLWS advisory alerts were transmitted at 1153:07 and 1153:21. At 1154:47, the pilot requested takeoff clearance from Runway 18, and the tower controller cleared the pilot for takeoff. No further transmissions were received from the pilot. A tower controller observed the airplane depart and later saw smoke about 1 mile south of the airport.
Multiple witnesses provided accounts. One witness, an aircraft mechanic, saw the airplane take off in a strong crosswind. He observed the airplane climb and then appear to sink with the nose up, struggle, drop the left wing, and enter a steep dive. Another witness, a commercial pilot and flight instructor, saw the airplane turn after takeoff with the bank angle increasing to about 90°, describing it as a classic stall/spin scenario. A third witness, a pilot on the ramp, described the takeoff as smooth but then the airplane stopped climbing, crabbed to the right, descended slightly, appeared to stop moving, and entered a nose-low descent. Weather was described as stormy and not ideal for flying due to a passing cold front.
Surveillance video from the ramp showed the airplane take off from Runway 18 and begin an initial climb. The takeoff and climb appeared normal until the airplane entered a sudden left roll and rapid descent. A plume of smoke rose about 1 mile south of the departure end. Another video showed the airplane impact the ground in a left-wing-low, nose-down attitude, with heavy rain and blowing debris near the accident site.
The wreckage was found in heavily wooded terrain adjacent to a factory about 1 mile south of the departure end of Runway 18.
Meteorological Information
A weather study was conducted. Automated observations at LIT at 1153 reported wind from 210° at 19 knots gusting to 27 knots, 10 miles visibility, broken ceiling at 4,800 ft, overcast at 6,000 ft, temperature 24°C, dew point 14°C. At 1202, wind was from 300° at 22 knots gusting to 40 knots, visibility 2 miles in light rain, scattered clouds at 3,600 ft, overcast at 4,700 ft, temperature 19°C, dew point 13°C. Remarks included a wind shift at 1148 and rain beginning at 1200.
Ten-second wind data from the Low-Level Windshear Alert System-Relocation/Sustainment (LLWAS-RS) at LIT showed increasing wind speeds and direction changes around the accident time. Windshear alerts were active, advising of 15 and 20 knot gains on approach for Runway 36 and the departure end of Runway 18. Weather radar identified a line of extreme-intensity precipitation approaching from the west. Velocity imagery depicted a radial wind shift near the accident site. A SIGMET was active for the area, advising of thunderstorms with tops to 33,000 ft moving from 240° at 40 knots.
Aircraft and Wreckage Information
The airplane was about 300 pounds under its maximum gross takeoff weight. Maintenance records showed no uncorrected issues. The majority of the airplane was consumed by a post-impact fire. Several large tree branches were found cut at a 45° angle with paint transfers consistent with propeller strikes. All flight control surfaces were identified, and continuity was confirmed. Cockpit instrumentation displayed extreme thermal damage; functionality could not be verified. No pre-impact airframe anomalies were found.
Both engines were examined and showed symmetrical impact damage, torsional twisting, and rotational damage consistent with producing power at impact. No pre-impact engine anomalies were found. Propeller shafts showed torsional separations consistent with powered rotation. Blade damage included tip fractures and forward bending in the thrust direction. No pre-impact propeller anomalies were detected.
Medical and Pathological Information
An autopsy of the pilot determined the cause of death as multiple traumatic injuries. Examination was limited by the extent of injuries and thermal damage. The pilot's brain could not be examined; the heart showed coronary artery disease with 90% narrowing of the proximal left anterior descending artery. Toxicological testing detected ethanol at 0.018 g/dL in cavity blood but not in liver or spleen tissue; n-propanol and n-butanol were also detected, consistent with postmortem production. Naproxen, an anti-inflammatory medication, was detected but is not generally considered impairing.
Performance Study
An aircraft performance study used ADS-B data, meteorological data, videos, and the Pilot's Operating Handbook (POH). Video showed the airplane became airborne within the first 2,500 ft of the runway, consistent with normal takeoff performance. Landing gear retraction was observed; flap position could not be determined. ADS-B data from 1156:13 captured 32 seconds of decreasing groundspeed. Peak altitude was 650 ft msl (386 ft above the runway) at 1156:25. Total energy peaked at 1156:20, then decreased. Calculated power showed a sharp decrease after 1156:20, with maximum about 900 hp compared to total rated 1700 hp, and later less than 400 hp. Comparison with previous takeoffs on February 15 and 19, 2023, showed those flights climbed and accelerated with nominal power. Assuming flaps retracted, the accident flight's power was about 20% of previous takeoffs; with flaps extended, about 56%. The study indicated that if flaps were retracted, a lower wind speed or wind from the west would have resulted in calibrated airspeeds below the flaps-up, wings-level, idle-power stall speed.