On September 6, 1993, about 1420 eastern daylight time, a Beech 35, N88V, registered to the pilot, James W. Blanchard, crashed during takeoff from the Billy Mitchell Airport, Frisco, North Carolina, while on a 14 CFR Part 91 personal flight. Visual meteorological conditions prevailed at the time and no flight plan was filed for the flight to Wallace, North Carolina. The airplane was substantially damaged and the private-rated pilot and two passengers were seriously injured. The flight was originating at the time of the accident.

The pilot stated that during the airplane preflight, he verified that the oil quantity was full. Before departure he performed an engine run-up with no discrepancies noted. The flight departed from runway 6 and during the initial climb about 250 feet mean sea level with the landing gear retracted, he heard an explosion from the engine compartment and the engine began to run rough. Oil began covering the windscreen. He observed a beach to the right, lowered the landing gear and proceeded there for a forced landing but observed the beach was not suitable for landing due to the recent hurricane. He then initiated a turn to the left to land on runway 24 but the airplane stalled when the flight was about 100 feet msl. The airplane descended left wing low, impacted the ground and came to rest on the runway.


Information regarding the first pilot is contained in the First Pilot Information section.


Information regarding the airplane is contained in the Aircraft Information section and Supplements A and B. The airframe, engine and propeller logbooks were not located. According to the airplane owner, the engine was overhauled in January or February of 1993 by Jeffrey H. Blackwell. According to FAA personnel, Mr. Blackwell is an FAA certificated airframe and powerplant mechanic with inspection authorization. The owner estimated the engine had accumulated about 100 hours at the time of the accident since overhaul. Review of paperwork provided by the owner revealed that on February 1, 1993, Superior Air Parts, Inc., shipped to Jeff at Precision Engine in Washington, North Carolina, two each lock rings, four each pins, and eight each bushings. The shipped parts are for the counterweight assembly.


Information regarding the weather is contained in the Weather Information section.


The airplane was moved before the arrival of the NTSB investigator but the outline of the airplane was painted on the ground to indicate where the wreckage came to rest. Examination of the accident site revealed that the airplane impacted the runway left wing low about 1,000 feet down runway 24 on a heading of about 227 degrees. The airplane then veered to the left and came to rest on a heading of about 190 degrees at the eastern edge of the runway resting on the left wing and nose section. The left main and nose landing gears were collapsed and one of the propeller blades was separated due to impact with the runway.

Examination of the airplane revealed all components necessary to sustain flight were attached to the airplane. Examination of the flight controls revealed no evidence of preimpact failure or malfunction. Examination of the engine revealed a hole in the top of the engine case between the Nos. 1 and 2 cylinders. The engine was removed from the airframe for further examination. Disassembly of the engine revealed extensive internal damage. Additionally, the fifth order counterweight was separated from the crankshaft. A portion of the separated counterweight, all four counterweight pin retaining plates, a portion of one of the snap rings, and both counterweight pins from the separated counterweight were located inside the engine assembly. Three of the four counterweight retaining plates were not damaged. No determination could be made as to the reason for the counterweight separation.


Blood samples of the pilot were taken upon admission to the hospital but no chain of custody was established, therefore; toxicological testing was not performed.


The wreckage with the exception of the retained engine and propeller assembly was released to Melvin Dwight Burris of Burris Fishing and Flying on September 8, 1993. The owner provided a written statement which stated that all retained components with the exception of those listed could be destroyed. The listed components were released to the owner on December 27, 1993.

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