WARWICK, NY, USA
N8087M
Beech 33-F33A
The pilot initiated a go-around about half-way down the 2,250 foot long runway, because his airspeed was too fast. At 80 knots, he raised the nose of the airplane and at 70 knots he 'picked up the flaps' and the airplane began to sink. The pilot then raised the landing gear, before the airplane contacted trees about 400 feet from the departure end of the runway. The airplane came to rest upright at the base of a tree and a fire commenced. The FAA Airplane Flying Handbook stated that a sudden and complete retraction of the flaps at a very low airspeed could cause a loss of lift resulting in the airplane settling to the ground. The pilot reported no engine problems during the flight, and examination of the engine revealed no mechanical malfunctions.
On September 9, 2000, about 1117 Eastern Daylight Time, a Beech 33-F33A, N8087M, was substantially damaged during a collision with trees while performing a go-around at the Warwick Airport (N72), Warwick, New York. The certificated private pilot sustained serious injuries and the pilot rated passenger was not injured. Visual meteorological conditions prevailed. No flight plan was filed for the personal flight that originated at the Essex County Airport (CDW), Caldwell, New Jersey, and was conducted under 14 CFR Part 91. According to the pilot rated passenger, the pilot performed a "pass over the airport," before landing at N72. He entered the traffic pattern for Runway 03 and before touchdown, he aborted the landing "because it was not set up correctly." The pilot applied full power to initiate a go-around; however, the "engine did not perform normally." The passenger could not recall any further events about the accident; however, she stated that the pilot "went through all the procedures normally." Additionally, she reported there were no abnormalities of the engine gauges. In a telephone conversation the pilot stated that when he arrived at N72, he performed a pass over the airport and entered a downwind pattern for Runway 03. He initiated a go-around about half-way down the runway, because he was "coming in too hot." He estimated the airspeed to be about 80 knots when he pulled up the nose of the airplane. At about 70 knots, he "picked up the flaps," and the airplane began to sink. The pilot then raised the landing gear, and the airplane came in contact with several trees. The airplane came to rest upright at the base of one of the trees, and a fire commenced. A Federal Aviation Administration (FAA) inspector witnessed the accident. According to the inspector, the airplane was preparing to land on Runway 03, a 2,250 foot long runway. When the airplane was about 10 feet above the ground and "half-way down the runway," the pilot initiated a go-around. The FAA inspector reported that he "did not hear the engine power come in completely during the go-around." The airplane maintained its altitude and impacted trees off the end of the runway. The airplane came to rest about 525 feet beyond the end of the runway on a northwesterly heading in a heavily wooded area. The airplane was consumed by a post-crash fire; however, it was noted that the flaps and landing gear were in the retracted position. Initial tree impact scars were observed 400 feet from the end of the runway at a height of approximately 30 feet. Additional scars were noted 480 feet from the end of the runway at a height of 25 feet above the ground. The engine was examined at N72 under the supervision of the FAA. The engine sustained fire damage from the post-crash fire, and several engine mounts were broken. The fire-damaged engine driven fuel pump was removed from the engine and was unable to be rotated; however, the coupling was observed intact. The massive electrode type spark plugs were removed and no abnormalities were noted. The fuel flow distribution unit screen was examined and noted to be absent of debris and wet with fuel. The fuel control unit screen was removed and noted to be absent of debris and wet with fuel. Valve train continuity was established by manual rotation of the propeller, and compression was obtained on each cylinder. During the compression check, spark was noted on all magneto ignition leads. Additionally, S-bending was observed on both propeller blades, and one blade was loose in the hub. According to the Beechcraft Bonanza F-33A Pilot's Operating Handbook, the checklist procedure for BALKED LANDING was: 1. Power - FULL THROTTLE, 2700 RPM 2. Airspeed - 70 KTS until clear of obstacles, then trim to normal climb speed 3. Flaps - UP 4. Landing Gear - UP 5. Cowl Flaps - OPEN According to the FAA Airplane Flying Handbook: "Caution must be used in retracting the flaps [during a go-around]. Depending on the airplane's attitude and airspeed, it may be wise to retract the flaps in small increments to allow time for the airplane to accelerate properly as they are being raised. A sudden and complete retraction of the flaps at a very low airspeed could cause a loss of lift resulting in the airplane settling into the ground." The pilot reported no engine problems during the flight. He had accumulated about 600 hours of flight experience in the accident airplane.
The pilot's improper decision to fully retract flaps during a go-around.
Source: NTSB Aviation Accident Database
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