NTSB Identification: CEN15FA267
14 CFR Part 91: General Aviation
Accident
occurred
Friday, June 12, 2015
in
Huggins, MO
Aircraft:
BEECH A36, registration:
N3193W
Injuries: 4 Fatal, 1 Serious.
This
is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has
been completed. NTSB investigators either traveled in support of this
investigation or conducted a significant amount of investigative work
without any travel, and used data obtained from various sources to
prepare this aircraft accident report.
On
June 12, 2015, about 0700 central daylight time, a Beech A-36 airplane,
N3193W, was destroyed by impact forces and a post impact fire following a
loss of control during initial climb after takeoff from a private
airstrip near Huggins, Missouri. The pilot and three passengers received
fatal injuries. One passenger received serious injuries. The aircraft
was registered to and operated by the pilot under the provisions of 14
Code of Federal Regulations Part 91 as a personal flight. Visual
meteorological conditions prevailed for the flight, which was not on a
flight plan. The flight was originating at the time of the accident and
the final destination was the Provo Municipal Airport, Provo, Utah.
The brother of the pilot was a witness to the accident. He stated that he saw the airplane taxi to the north end of the 2,000 foot long grass runway where it turned around for a takeoff to the south. He said that the airplane lifted off and then began a right turn toward an opening in the tree line at the departure end of the runway. The airplane then pitched up abruptly, rolled to the left and dove into the ground.
The airplane came to rest about 100 feet west of the south end of the private 2,000 foot long grass runway. The runway in the takeoff direction, south, had a slight uphill slope and trees about 70 feet tall at the departure end. The north end of the runway had no obstructions and the ground sloped downward into a valley after the runway end. The airplane came to rest in an inverted position with the nose of the airplane pointing approximately 150 degrees magnetic. The entire cabin section of the airplane and the majority of the left wing were consumed by a post crash fire. The right wing was predominately intact with fire damage to the inboard end and crush damage along the length of the wing. The lower fuselage skin had separated at the aft edge exposing the internal wing structure. The majority of the wreckage was contained within the immediate vicinity of the main wreckage.
The brother of the pilot was a witness to the accident. He stated that he saw the airplane taxi to the north end of the 2,000 foot long grass runway where it turned around for a takeoff to the south. He said that the airplane lifted off and then began a right turn toward an opening in the tree line at the departure end of the runway. The airplane then pitched up abruptly, rolled to the left and dove into the ground.
The airplane came to rest about 100 feet west of the south end of the private 2,000 foot long grass runway. The runway in the takeoff direction, south, had a slight uphill slope and trees about 70 feet tall at the departure end. The north end of the runway had no obstructions and the ground sloped downward into a valley after the runway end. The airplane came to rest in an inverted position with the nose of the airplane pointing approximately 150 degrees magnetic. The entire cabin section of the airplane and the majority of the left wing were consumed by a post crash fire. The right wing was predominately intact with fire damage to the inboard end and crush damage along the length of the wing. The lower fuselage skin had separated at the aft edge exposing the internal wing structure. The majority of the wreckage was contained within the immediate vicinity of the main wreckage.
The propeller was
found with the initial impact crater with all three blades still
attached to the hub. All three blades exhibited varying amounts of
leading edge gouging and chordwise scratching. The crankshaft flange
remained attached to the propeller hub, but had separated from the
remainder of the engine crankshaft. The position of the propeller
indicated a near vertical impact. Impact scars for both wings were also
observed. Based on the takeoff direction, the airplane had rolled to an
inverted attitude prior to impact.
The tail surfaces remained intact with little damage. The damage consisted to bending and crumpling of the top of the vertical stabilizer. The rudder and elevator control cables were intact from the tail surfaces to their forward mounting positions. Due to the extensive fire damage the aluminum control components within the cabin had melted. The elevator trim cable was intact except for a separated link at the sprocket in the cockpit. The aileron balance cable was intact from the right aileron bellcrank to the left attachment point of the cable.
The tail surfaces remained intact with little damage. The damage consisted to bending and crumpling of the top of the vertical stabilizer. The rudder and elevator control cables were intact from the tail surfaces to their forward mounting positions. Due to the extensive fire damage the aluminum control components within the cabin had melted. The elevator trim cable was intact except for a separated link at the sprocket in the cockpit. The aileron balance cable was intact from the right aileron bellcrank to the left attachment point of the cable.
The left bellcrank was consumed by
the fire. The left aileron control cable was intact from connection
point at the aileron bellcrank to the other connection point within the
cabin. The right aileron control cable was intact from the right aileron
bellcrank to the cabin area where the opposite end was broken. The
remaining portion of the cable was not located. The broken end exhibited
signatures consistent with overload failure. Both flap control actuators
were melted and consumed by fire. Determination of the flap position
was not possible.
The airplanes engine had broken loose from its mounts during the impact sequence. External examination of the engine revealed no evidence of a failure. The engine was retained for a future teardown examination.
At 0658, the weather conditions at the Waynesville-St. Robert Regional Airport-Forney Field, Ft. Leonard Wood, Missouri, about 24 miles north of the accident site were: wind from 190 degrees at 7 knots; wind direction variable from 160 degrees to 230 degrees; visibility 10 statute miles; sky condition clear; temperature 25 degrees Celsius; dew point 23 degrees Celsius; altimeter setting 29.85 inches of mercury.
The airplanes engine had broken loose from its mounts during the impact sequence. External examination of the engine revealed no evidence of a failure. The engine was retained for a future teardown examination.
At 0658, the weather conditions at the Waynesville-St. Robert Regional Airport-Forney Field, Ft. Leonard Wood, Missouri, about 24 miles north of the accident site were: wind from 190 degrees at 7 knots; wind direction variable from 160 degrees to 230 degrees; visibility 10 statute miles; sky condition clear; temperature 25 degrees Celsius; dew point 23 degrees Celsius; altimeter setting 29.85 inches of mercury.