Accident Overview
On November 28, 2024, about 1019 eastern standard time, a Beech B300, N907EJ, was substantially damaged when it was involved in an accident near Franklin, North Carolina. The airline transport pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Flight and Approach
Before departure, the pilot exercised ground fine pitch of the propeller blades to ensure normal deceleration while taxiing, reporting that both worked perfectly. The flight departed en route to the destination airport. Federal Aviation Administration Automatic Dependent Surveillance-Broadcast data ended when the flight was about 3 nautical miles south-southeast of the destination airport, which was equipped with Virtower, an airport operations tracking system. The Virtower system tracked the airplane flying east of the airport then turning left, consistent with entering the downwind leg of the airport traffic pattern for runway 7. The pilot noted the last automated weather observing system report as he overflew the airport indicated wind from 360° at 12 knots with gusts to 18 knots, verified by the windsock. He also reported encountering light to moderate terrain-induced turbulence on approach and landing.
During final approach, the pilot set propeller controls to 1,500 rpm and flaps to full. The airplane was at 114 knots indicated airspeed at 50 feet, while Virtower data reflected a groundspeed of 130 knots just past the runway threshold. The pilot indicated touchdown occurred just past the aiming point marking, confirmed by video evidence, at 112 knots, which was his calculated Vref speed plus 10 knots. Virtower data showed groundspeed at 120 knots just before the aiming point marking.
Landing and Accident Sequence
After touchdown, the pilot maintained left aileron input for crosswind control and pushed each propeller control full forward, selecting Beta propeller blade angle. He did not feel a reduction in overall speed while in Beta, then applied maximum reverse for both propellers. Virtower data showed the airplane remained on the runway centerline until after 1018:29 when groundspeed was 110 knots. Between that point and the next data point at 1018:33 (groundspeed 90 knots), the ground track began to veer to the right. The pilot reported sensing asymmetric thrust from the left engine/propeller, despite full left rudder deflection and maximum braking. Video evidence showed gray-colored smoke trailing the left main landing gear while on the runway. The airplane departed the right side of the runway onto grass, crossed a taxiway, hit a ditch and a taxiway sign, collapsing the nose landing gear. The pilot shut down the engines and removed electrical power.
Weather observations at the destination airport taken about 4 minutes before the accident reported wind from 320° at 7 knots, gusting to 15 knots, variable between 290° and 360°. An observation about 1 minute after the accident reported wind from 340° at 7 knots, variable between 320° and 020°.
Post-Accident Examination
Preliminary examination revealed that the inboard tire of the left main landing gear exhibited flat spotting through the tread, consistent with a sliding tire. The airplane was equipped with a Garmin primary flight display at both pilot and co-pilot positions and a multi-function display, all containing Secure Digital cards. A cockpit voice recorder was also installed. The SD cards and CVR were retained and shipped to the NTSB’s Vehicle Recorders Division for read-out.