History of Flight
On January 14, 2024, at 1125 eastern standard time, a Beechcraft 95-B-55 twin-engine airplane, N7345R, was substantially damaged when it impacted terrain near Leyden, Massachusetts. The flight instructor, pilot receiving instruction, and a passenger were fatally injured. The flight was conducted as a Title 14 Code of Federal Regulations Part 91 instructional flight.
ADS-B data showed the airplane departed runway 20 at Westfield-Barnes Regional Airport (BAF) at about 1106. After departure, it turned left toward the north-northeast, climbed to about 3,000–3,300 ft msl, performed four alternating 360° turns while flying northbound, then climbed to about 4,000 ft msl. The airplane then entered a rapid descent; data ended at 1125:35, coincident with the accident site.
No air traffic control services were provided, and no radio communications were recorded.
Witnesses reported hearing or seeing the airplane. One witness saw the airplane “trying to gain altitude” before the nose dropped and it “made a straight line” toward the ground, descending rapidly. Another witness described the airplane flying “somewhat erratically” before it “turned nose down and spiraled out of sight.” A couple hiking heard the engine sound as “really loud and clunky” before it shut off and restarted quieter. Another witness heard engine rpms “fluctuate drastically” and cutting in and out.
A photograph taken by the rear-seat passenger about 10 minutes before the accident showed the pilot receiving instruction in the left front seat with his right hand on the throttle control levers, and the flight instructor in the right front seat with neither hand near engine controls. Visible engine instruments indicated both engines were operating.
Pilot Information
The flight instructor held an airline transport pilot certificate with multi-engine land and commercial privileges; also a flight instructor certificate with multiple ratings. His last FAA second-class medical was issued May 4, 2023. His logbooks showed about 11,662 total flight hours, with about 4,450 in multi-engine airplanes, including about 50 hours in the same make/model.
The pilot receiving instruction held a commercial pilot certificate with single- and multi-engine land and instrument ratings. His logbook, as of September 2, 2023, showed about 353 total flight hours, with 9 hours in multi-engine airplanes (none in the accident make/model). His last multi-engine flight entry was February 2013; last flight review was July 20, 2023. He was receiving instruction to become current in multi-engine operations; this was his first flight in the airplane and with the instructor.
Meteorological Information
Weather at Orange Municipal Airport (ORE), about 12 miles east of the accident site, at 1152: wind from 220° at 11 kts gusting to 23 kts, visibility 10 miles, broken clouds at 4,600 ft, temperature 2°C, dew point -7°C, barometric pressure 29.68 inHg.
Two AIRMETs were active, including AIRMET Zulu for moderate icing. A SIGMET for occasional severe turbulence between 3,000 and 16,000 ft msl due to strong low-level winds was also active.
Aircraft Information
The Beech 95-B-55 was a six-seat, twin-engine airplane powered by two Continental IO-470-L engines. Its power quadrant layout differed from most light twins: throttle levers in the middle, propeller controls on the left, mixture controls on the right. The airplane was equipped with pilot-operated deice and anti-ice systems: windshield and propeller anti-ice (alcohol), pitot heat, and pneumatic deice boots on wings, horizontal and vertical stabilizers.
Wreckage Information
The airplane impacted terrain in the Leyden Wildlife Management Area, coming to rest in a clearing on a shallow hill on a magnetic heading of about 260°. All major components were at the site; no postimpact fire occurred. The wreckage disposition was consistent with a relatively flat attitude and little forward movement. Both wings, engines, and propeller systems remained attached. The right wing struck a tree mid-span; the tail section partially separated but remained connected via control cables.
Photos taken by Massachusetts State Police about 2.5 hours after the accident showed some airframe icing on the left wing, left engine cowling, and nose baggage area. An on-scene investigation the next morning found the airplane covered with dry snow; after brushing, icing was observed on leading edges of both horizontal stabilizers, rudder, both wings, engine cowlings, one left-engine propeller blade, and navigational antennas.
Flight control continuity was established. The right rudder cable and trim cable were broken in tensile overload with broomstraw fractures. Landing gear and flaps were retracted. The aileron trim was neutral; elevator trim measured 2° tab up left and 5° tab up right; rudder trim 4° tab right. The right elevator was partially separated.
Impact damage prevented examination of the windshield anti-ice system and deice boots. The windshield anti-ice switch was off; propeller anti-ice, pitot heat, and ice detect light switches were impact damaged; the surface deice switch position could not be determined (momentary switch).
Both fuel bladder tanks were breached and empty. Fuel selector valves were in the “on” position; fuel system continuity was confirmed.
Both engines rotated freely; thumb compression and valvetrain continuity were established. Magnets produced spark; spark plugs showed normal wear; fuel injectors clear; oil present and filters clean; fuel pumps and metering components showed evidence of fuel; no debris or water found.
The right engine propeller had one undamaged blade and one bent aft with a dent mid-span on the trailing edge. Left engine propeller had both blades undamaged except a small dent on one trailing edge.
An electronic engine monitor was recovered but contained no data due to lack of memory module.
No preimpact mechanical deficiency or malfunction was found.
Medical and Pathological Information
FAA records showed the flight instructor reported using lisinopril, chlorthalidone, atorvastatin, esomeprazole, acetaminophen, fluticasone, and hydrocortisone at his last medical exam. He was issued a second-class medical with a requirement to wear corrective lenses.
His FAA medical file showed multiple DUI arrests and convictions, the last documented in 2004, which led to surrender of his medical certificate; it was renewed in 2007 after rehabilitation and monitoring.
Personal medical records from his primary care physician for the three years before the accident indicated treatment for anxiolytic dependence, generalized anxiety disorder, insomnia, high blood pressure, and seasonal allergies. Medications included alprazolam, zolpidem, and citalopram.
Autopsy determined the cause of death for the flight instructor as multiple blunt force injuries, manner accident. Toxicology showed alprazolam (62 ng/mL in blood), amitriptyline (27 ng/mL), nortriptyline (19 ng/mL), zolpidem (136 ng/mL), citalopram (1416 ng/mL), and other drugs; ethanol not detected.
Alprazolam is a benzodiazepine, federal Schedule IV, CNS depressant; FAA considers it “Do not issue/Do not fly.” Amitriptyline is a tricyclic antidepressant with warnings about impairment; also “Do not issue/Do not fly.” Zolpidem is a sleep aid; FAA allows limited use with waiting period. Citalopram is an antidepressant; may be considered for special issuance.
Autopsy of the pilot receiving instruction also determined cause of death as multiple blunt force injuries, manner accident. Toxicology identified naproxen and desloratadine, neither considered impairing.
Performance Study
The NTSB conducted an airplane performance study using ADS-B data, wreckage info, weather, AFM performance data, and estimated weight. The study determined the airplane entered two stalls in the minute before impact. The first stall was successfully recovered, but the second developed into a spin that continued to ground impact.
Stall speeds matched the AFM flaps-up stall speed, indicating no adverse effect from airframe icing on stall speed. Both engines were operating at the first stall, inconsistent with a Vmc demonstration. The second stall was also deemed unlikely to be associated with a Vmc demonstration or single-engine stall.
Having excluded asymmetric aerodynamic conditions and asymmetric engine thrust as sources of yaw, the study concluded the spin may have resulted from an improper stall recovery technique, possibly involving excessive or inadvertent rudder input.