On November 29, 2001, at 0919 Pacific standard time, a Beech B95, N2012C, collided with terrain following a loss of engine power during a go-around at Henderson Executive Airport, Henderson, Nevada. Neither the check airman/examiner nor the pilot-rated student were injured; the airplane was substantially damaged. The flight was being operated by Sheble Aviation, Henderson, under the provisions of 14 CFR Part 91 as a multiengine check ride flight. Visual meteorological conditions prevailed, and a company flight plan had been filed. The flight originated at Henderson about 0745 as a local area check ride. Use your browsers 'back' function to return to synopsisReturn to Query Page
According to the check airman, he was giving a multiengine check ride to the pilot and asked him to conduct a short field landing. The check airman believed that the pilot was too low on the approach with full flaps extended. He asked the pilot if he thought everything was O.K. He did not receive a response, so he "intervened" and told the control tower that they were executing a go-around. The check pilot applied full power and retracted the landing gear, but delayed flap retraction until they had a climb established. Upon application of the power, the left engine "failed to produce full power" and they were unable to reach the runway or conduct the go-around. The airplane's left wing impacted the ground and the airplane spun around. The airplane came to rest upright facing the northeast approximately 100 yards to the left of the runway threshold.
Pertinent sections of the pilot's operating handbook for the Beech B95 were reviewed. The recommended approach speed for a short field landing is 82 mph indicated airspeed, while best single engine rate of climb airspeed (Vyse) is 100 mph indicated. The procedure specified for a single engine go-around is as follows: 1) Apply full power to operating engine; 2) retract landing gear and close cowl flaps on dead engine; 3) retract flaps to half extension initially, then fully retract the flaps as soon as practical thereafter. The single engine rate of climb chart predicts a 160-foot-per-minute positive climb at the pressure altitude and temperature existing at the accident site; however, this performance is predicated on the airplane being in the following configuration: 1) at Vyse; 2) gear and flaps retracted; 3) inoperative engine's propeller feathered; 4) 5-degree bank into the operating engine. Any deviation from the listed single engine climb configuration would result in a degradation of the climb performance.
The Federal Aviation Administration (FAA) inspectors (airworthiness and operations) who responded to the accident site reported finding the engine controls (mixtures, propellers, and throttles) in the full forward position. The magneto switches were found in the OFF position, but the pilots reported turning them off prior to exiting the airplane. The landing gear handle was in the retracted position and the landing gear appeared to be retracted. The flap handle was in the retracted position and the flaps appeared to be retracted. Both fuel selector valves were selected to the main fuel tanks and both tanks contained a large quantity of fuel.
The FAA airworthiness inspector reviewed the airplane's maintenance records. The left engine had the left magneto replaced the day before the accident. The airworthiness inspector asked a mechanic to check the left engine's magneto-to-engine timing, which revealed no anomalies.