Stevens Point, WI, USA
N3516R
Beech A23
The airplane was destroyed on impact with terrain during takeoff. A witness stated, "About 3' off the ground he wiggled a little as if he was a student pilot. Than he started to turn sideways with his right side low. It looked like his wing tip was about 20' off the ground. Still climbing he turned right at a real strong [angle], heading toward 21. It looked like his right wing tip was about 50' feet off the ground. At this point he flipped over on his back [and] than dove nose down to the ground. Time 6:13 Wind 250 Knots 6." The mechanics entry for the last recorded annual inspection stated, "I certify that this aircraft has been inspected in accordance with an annual inspection and was determined to be in airworthy condition except for [discrepancies] listed. -Leaking fuel tanks, loose door hinge." An on-scene investigation revealed no pre-impact anomalies. The cabin door remained attached to the fuselage at its hinges. The door's striker plate was found with its outboard side torn out. The fuselage behind the striker plate was found with a gouge. CAMI's toxicological report on the pilot was negative. The report on the passenger stated, "86 (mg/dL, mg/hg) ETHANOL detected in Blood, 91 (mg/dL, mg/hg) ETHANOL detected in Vitreous, 181 (mg/dL, mg/hg) ETHANOL detected in Urine, 1 (mg/dL, mg/hg) ACETALDEHYDE detected in Blood, 2 (mg/dL, mg/hg) ACETALDEHYDE detected in Vitreous."
HISTORY OF FLIGHT On August 30, 2001, about 1813 central daylight time, a Beech A23, N3516R, operated by a private pilot, was destroyed on impact with terrain during takeoff from runway 30 (3,642 feet by 75 feet, dry, asphalt) at Stevens Point Municipal Airport (STE), near Stevens Point, Wisconsin. The personal flight was operating under 14 CFR Part 91 and no flight plan was on file. Visual meteorological conditions prevailed at the time of the accident. The pilot and two passengers were fatally injured. The local flight was originating from STE at the time of the accident. A witness stated: The Musketeer taxied down the taxiway and stopped. Waited about 10 min. By this time (Pegasus's) 182 RG radioed in that he was on final approach 30 Stevens Point. Right after that the Musketeer said he was back taxing 30 Stevens Point [and] pulled out. The 182 pulled up [and] said he would circle around. The Musketeer taxied down to the end of 30. Pulled off to the side [and] waited a few seconds. Than he said he was departing on runway 30 Stevens Point. He than proceeded to take off. About 3' off the ground he wiggled a little as if he was a student pilot. Than he started to turn sideways with his right side low. It looked like his wing tip was about 20' off the ground. Still climbing he turned right at a real strong [angle], heading toward 21. It looked like his right wing tip was about 50' feet off the ground. At this point he flipped over on his back [and] than dove nose down to the ground. Time 6:13 Wind 250 Knots 6 PERSONNEL INFORMATION The pilot held a private pilot certificate with a single engine land rating. The pilot held a third class medical certificate with limitations for corrective lenses, dated January 8, 2001. According to Federal Aviation Administration (FAA) aeromedical records, the pilot reported having 560 total flying hours at that physical examination. The passenger was a non-rated occupant of the airplane's left front seat. AIRCRAFT INFORMATION The accident airplane, N3516R, was a Beech A-23, Musketeer, serial number M-675, single-engine, low-wing airplane. Its engine was a 165 horsepower Continental IO-346-A engine, serial number 103026-8-A-R. Its propeller was a fixed pitch, two-bladed, Sensenich 74DC-0-60, with serial number A49554. The airplane contained a standard airworthiness certificate dated February 8, 1965. A review of the aircraft logbooks revealed a 100-hour inspection was completed on November 24, 2000 and an annual inspection was completed on January 5, 2001. The mechanics entry for that annual inspection stated, "I certify that this aircraft has been inspected in accordance with an annual inspection and was determined to be in airworthy condition except for [discrepancies] listed. -Leaking fuel tanks, loose door hinge." The engine logbook entry for November 24, 2000 revealed that the engine had accumulated 2,557.59 hours since overhaul. The airframe logbook entry on that date indicated that the airplane had accumulated 3,462.75 hours in service and its tachometer read 1,347.1 hours. METEOROLOGICAL INFORMATION At 1815, the STE weather was: Wind 260 degrees at 8 knots; visibility 10 statute miles; sky condition clear; temperature 24 degrees C; dew point 14 degrees C; altimeter 29.77 inches of mercury. WRECKAGE AND IMPACT INFORMATION An on-scene investigation was conducted. The airplane's nose came to rest at latitude 44 degrees 32.773 minutes N and longitude 89 degrees 31.776 minutes W. A linear ground scar was found with a heading of 198 degrees as viewed from the wreckage. The start of the scar was about 63 feet from the wreckage. A piece of white plastic was found at the start of the scar. That piece of plastic mated to the piece of wing tip retained on the right wing. The propeller was impacted in soil near the scar about 38 feet from the wreckage. A detached section of engine cowling was found near the scar 26 feet from the wreckage. Red colored media was found near the scar 13 feet from the wreckage. The fuselage came to rest nose down about 30 degrees from vertical. The right wing's rear spar was found fractured. The right wing was found bent upward and forward. The cabin door remained attached to the fuselage at its hinges. The door's striker plate was found with its outboard side torn out. The fuselage behind the striker plate was found with a gouge. The empennage was found detached from the fuselage. The left wing was found attached to the fuselage and bent upward. Continuity was established to all flight control surfaces. Control continuity was established to the engine. The engine produced a thumb compression at all cylinders. Both magnetos produced spark. A blue fluid was found in both fuel tanks, in fuel lines between the fuel tanks and the fuel selector, in the fuel selector, and in the strainer. The engine driven fuel pump was able to pump a fluid when rotated by hand. The electric fuel pump was able to pump a fluid when electric current was applied. The propeller shaft was found fractured and its flange was retained on the propeller. A propeller blade was found with an s shaped bend and chordwise abrasion on its leading edge and back. The tachometer read 1355.58 hours on-site. See appended photographs. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot and the passenger occupying the left seat by the Office of Coroner, Portage County, Wisconsin. The following pertinent medical information was extracted by the NTSB Chief Medical Officer from the report of autopsy performed for the Office of the Coroner, Portage County, Wisconsin, on the non-pilot left front seat occupant. Under "EVIDENCE OF INJURY" is noted: UPPER EXTREMITIES - On the right wrist is a 7.0 cm laceration. On the right elbow is a 10.0 cm laceration. On the left hand are multiple lacerations. The left ulna and radius are fractured. LOWER EXTREMITIES - There are three lacerations of the right leg, two of the thigh measuring up to 5.0 cm and one of the knee measuring 3.0 cm. There are multiple abrasions also present. The right femur is fractured. There are two bulging bony deformities of the dorsal right foot measuring up to 4.0 cm with the appearance of pre-existing abnormalities. There is a 4.0 cm laceration of the left knee. The following pertinent medical information was extracted by the NTSB Chief Medical Officer from the report of autopsy performed for the Office of the Coroner, Portage County, Wisconsin, on the pilot right front seat occupant. Under "EVIDENCE OF INJURY" is noted: UPPER EXTREMITIES - The right arm has multiple superficial abrasions. On the posterior right forearm is an 8.0 cm laceration. The left arm has multiple superficial abrasions. On the posterior left forearm are four lacerations measuring up to 9.5 cm. On the left hand are multiple lacerations measuring up to 6.0 cm. LOWER EXTREMITIES - The right leg shows multiple superficial abrasions with a fractured femur and ankle. There is a 4.5 cm laceration of the anterior right lower leg. The left leg has multiple superficial abrasions and a fractured femur. The FAA Civil Aeromedical Institute prepared a Final Forensic Toxicology Accident Report. The report on the pilot was negative. The report on the passenger in the left seat stated: 86 (mg/dL, mg/hg) ETHANOL detected in Blood 91 (mg/dL, mg/hg) ETHANOL detected in Vitreous 181 (mg/dL, mg/hg) ETHANOL detected in Urine 1 (mg/dL, mg/hg) ACETALDEHYDE detected in Blood 2 (mg/dL, mg/hg) ACETALDEHYDE detected in Vitreous ADDITIONAL INFORMATION The parties to the investigation included the FAA, Teledyne Continental Motors, and Raytheon Aircraft Corporation. The aircraft wreckage was released to a representative of STE. A section of FAA Federal Aviation Regulation part 91 stated: 91.17 Alcohol or drugs. (a) No person may act or attempt to act as a crewmember of a civil aircraft -- (1) Within 8 hours after the consumption of any alcoholic beverage; (2) While under the influence of alcohol; (3) While using any drug that affects the person's faculties in any way contrary to safety; or (4) While having .04 percent by weight or more alcohol in the blood. (b) Except in an emergency, no pilot of a civil aircraft may allow a person who appears to be intoxicated or who demonstrates by manner or physical indications that the individual is under the influence of drugs (except a medical patient under proper care) to be carried in that aircraft.
the pilot not obtaining/maintaining aircraft control.
Source: NTSB Aviation Accident Database
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