BARSTOW, MD, USA
N60360
BEECH A36
WITNESSES STATED THEY SAW THE AIRPLANE APPROACH THE 2,400-FOOT-LONG PRIVATE AIRSTRIP FROM THE WEST FLYING EAST. ONE WITNESS STATED THE AIRPLANE CIRCLED THE AIRSTRIP AREA ABOUT 500 TO 600 FEET AGL AND THEN IT 'DOVE' DOWN FLYING IN A EASTERLY DIRECTION. THERE WERE NO WITNESSES TO THE ACCIDENT. THE WITNESSES STATED THAT WHEN THEY SAW THE AIRPLANE, PATCHES OF GROUND FOG AND HAZE WERE PRESENT. THE AIRSTRIP RUNS IN A WEST-EAST DIRECTION AND HAS A POWER LINE TOWER LOCATED AT THE EAST END OF THE AIRSTRIP. THE AIRPLANE WRECKAGE WAS LOCATED ABOUT 36 FEET BEYOND THE TOWER. THE AIRPLANE'S LEFT WING WAS AT THE BASE OF THE TOWER. SCRAPE MARKS AND BENT TOWER SUPPORT ARMS WERE NOTED ABOUT 42 FEET UP FROM THE TOWER'S BASE. HIGH TREES WERE LOCATED TO THE RIGHT OF THE TOWER (LOOKING EAST) AND POWER LINES RAN ACROSS THE FLIGHT AREA AT THE EAST END OF THE AIRSTRIP. POSTACCIDENT EXAMINATION OF THE AIRFRAME AND ENGINE REVEALED NO ANOMALIES.
HISTORY OF FLIGHT On September 17, 1994, about 0850 eastern daylight time, a Beech A36, N60360, owned and operated by the pilot, collided with a electrical wire tower located at the end of a private airstrip in Barstow, Maryland. The pilot was fatally injured. The airplane was destroyed. Visual meteorological conditions prevailed and ground fog was present. The business flight departed Potomac Airfield in Friendly, Maryland, about 0830 and was destined for the private airstrip in Barstow. The flight was conducted under 14 CFR Part 91 and no flight plan was filed. An employee at the Potomac Airfield stated that on the morning of the accident he saw N60360 taxi to runway 24 and takeoff about 0830. He stated at the time N60360 departed, the weather was "...clear looking vertical, hazy looking horizontally." A witness located on the Potomac River near the private airstrip stated he and his friends saw an airplane circle the airstrip a couple of times and then "dive down" towards the airstrip. The witness stated that the airplane was flying east about 500 to 600 feet above the ground when it "dove" down towards the airstrip. The witness stated that the engine was "very loud" and he did not hear anything unusual. He stated that he did not see or hear the airplane crash. The witness estimated that it was about 0900 when he first saw the airplane. He stated that haze and ground fog was present in the area. Another witness located southwest of the airstrip stated that he was out hunting and sometime between 0830 and 0900 he saw an airplane in a "...steep turn." He stated, "Its [the airplane's] wing was straight up in the sky." The witness stated that when he saw the airplane the visibility was variable. He said there were patches of fog around the area. He stated he did not see the accident. The accident occurred during daylight hours at 38 degrees 32.25 minutes north latitude and 076 degrees 38.40 minutes west longitude. PERSONNEL INFORMATION The pilot held a private pilot certificate with a single engine land rating. According to one of his flight instructors, the pilot had accumulated over 1,000 hours in the Beech A36. Pilot log books were not recovered. WRECKAGE AND IMPACT INFORMATION The airplane wreckage and accident site were examined on September 17, 1994. Examination of the accident site revealed a power line tower, numerous power lines, and trees at the east end of the private airstrip. The airstrip was oriented in a west-east direction and was about 2,400 feet long. The power line tower located at the east end of the airstrip had scrape marks and damaged support arms about 42 feet up from the base of the tower. The airplane's left wing was located at the base of the tower and had a crush mark along its leading edge. Except for the left wing, the airplane came to rest about 36 feet beyond the tower. Debris was scattered from the tower to the airplane along a bearing of 070 degrees. The airplane came to rest upright on a heading of 280 degrees. The cockpit and cabin area were consumed by fire. A portion of the right wing was fire damaged. Control continuity was verified. Cables for the rudder system, elevator system, right wing flap and aileron, were not broken and their ends were attached to their control mechanisms. The left wing aileron and flap cable ends were attached to their control mechanisms but were broken near the root of the wing. The broken cable ends were unraveled. Both wing flaps were extended between 5 and 10 degrees. The landing gear were extended. The right elevator trim tab position was 10 degrees tab down (nose up). The left elevator trim tab position was not determined. The engine was examined and no anomalies were noted. The engine's propeller blades were curled and twisted aft. MEDICAL AND PATHOLOGICAL INFORMATION The autopsy was performed by Dr. Locke at the Office of the Chief Medical Examiner, Baltimore, Maryland, on September 17, 1994. Toxicology was performed by Dennis V. Canfield, Ph.D., at the Civil Aeromedical Institute, Oklahoma City, Oklahoma. Negative results were reported for all screened drugs and volatiles. ADDITIONAL INFORMATION The airplane wreckage was released to John Watson, Senior Claim Representative, Loss Management Services, Inc., Frederick, Maryland, on November 22, 1994.
THE PILOT'S FAILURE TO MAINTAIN CLEARANCE FROM THE TOWER.
Source: NTSB Aviation Accident Database
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