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On May 22, 2001, about 1945 eastern daylight time, a Beech 58, N23AM, piloted by a private pilot, was destroyed on impact with terrain at the pilot's private airstrip near Gaylord, Michigan, following a reported in-flight loss of engine power during initial climb on takeoff from runway 15 (3,400 feet by 100 feet, grass/soft). The personal flight was operating under 14 CFR Part 91. Visual meteorological conditions prevailed at the time of the accident. The pilot reported he sustained no injury and his passenger sustained minor injuries. The flight was originating at the time of the accident and was destined for Owosso Community Airport, near Owosso, Michigan.
The pilot reported in a written statement:
Grass strip estimated [about] 12" length of grass[.] Soft field technique
used with engines brought to full power and checked prior to release
of brakes. Acceleration to Red line (85 kts) occurred without incident.
Within seconds of rotation I perceived an abrupt hard yaw to the
left with near simultaneous rolling of the right wing up and
activation of stall warning horn. I reflexly applied hard right rudder
[and] [aileron] [and] pushed the nose down which partial reduced the yaw
[and] roll. We continued to rotate in a spin with the left wing tip
striking the ground [and] spun tail first into the ground. The entire
incident from perception of yaw to ground strike occurred in a matter of a
second or two.
The pilot stated under mechanical malfunction failure that he had a "power loss [left] engine."
INJURIES TO PERSONS
According to the police report, the passenger received a concussion and some bruising.
The pilot held a private pilot rating. He held a Second Class Medical Certificate dated December 19, 2000. The medical certificate had a limitation for corrective glasses. The pilot stated that he had 784 hours of total time, 500 hours of time in the same make and model as the accident airplane, and 525 hours in multiengine engine airplanes. He stated that he had 29 hours of flight time in the last 90 days.
The airplane was a Beech 58, serial number TH-1497. The pilot stated that the last annual was performed on September 11, 2000. He stated that the airplane accumulated 58 hours since the annual.
At 1853, the Otsego County Airport, near Gaylord, Michigan, (about 225 degrees and 9 miles from the accident site) weather was: Wind 200 degrees at 13 knots; visibility 10 statute miles; sky condition clear; temperature 14 degrees C; dew point 2 degrees C; altimeter 29.66 inches of mercury.
WRECKAGE AND IMPACT INFORMATION
Federal Aviation Administration (FAA) inspectors performed an on-scene examination of the wreckage. An inspector stated:
Upon arrival I surveyed the aircraft, and the airstrip where the aircraft
departed from. I immediately noticed the grass had not been mowed and the
approximate length of the grass was 16" to 18" high. The aircraft was
totally destroyed. The landing gear collapsed during impact, left and
right wings were twisted and bent. The left and right engines broke free
from the mounts, and the aft fuselage section including the empennage
completely separated from the forward section (just aft of the aft facing
seats) and came to rest on the top inboard section of the left wing and
engine. I was unable to determine any anomalies.
The left engine was shipped to Teledyne Continental Motors for an engine run.
TESTS AND RESEARCH
The left engine was an IO-550-C, serial number 815316-R. The engine was test run on August 22, 2001. The engine produced rated power.
The parties to the investigation included the FAA and Teledyne Continental Motors.
The engine was returned to the airplane owner.
The Beech 58 manual was reviewed. A section in the emergency procedures section stated:
The following information is presented to enable the pilot to form, in advance, a definite plan
of action for coping with the most probable emergency situations which could occur in the
operation of the airplane. Where practicable, the emergencies requiring immediate
corrective action are treated in check list form for easy reference and familiarization. Other
situations, in which more time is usually permitted to decide on and execute a plan of
action, are discussed at some length. ...
ENGINE FAILURE DURING TAKE-OFF
1. Throttles - CLOSED
2. Braking - MAXIMUM
If insufficient runway remains for stopping:
3. Fuel Selector Valves - OFF
4. Battery, Alternator, and Magneto/Start Switches - OFF
ENGINE FAILURE AFTER LIFT-OFF AND IN FLIGHT
The most important aspect of engine failure is
the necessity to maintain lateral and directional
control. If airspeed is below 81 kts, reduce
power on the operative engine as required to
An immediate landing is advisable regardless of take-off weight. ...