N18244Beech 77 · 1981

On June 07, 2022, about 0930 Pacific daylight time, a Beech 77 Skipper, N18244, was substantially damaged when it was involved in an accident in Hemet, California. The student pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The student pilot's flight instructor reported that he had authorized the student pilot to conduct his second cross-country solo flight, departing from Redlands Municipal Airport (REI), Redlands, California, and flying about 25 nautical miles south to Hemet-Ryan Airport (HMT), Hemet, California. According to FAA SAIB CE 09-35, the airplane was operating in serious icing conditions when the engine was operated using glide power. The pilot operating handbook (POH) identified the maximum glide airspeed as 63 kts.

A witness who was piloting an airplane in the HMT airport traffic pattern reported that he was flying on the upwind leg of the airport traffic pattern when he heard the student pilot transmit a radio call over the Common Traffic Advisory Frequency (CTAF) that stated, “Right downwind for 23, I have no power.” As the witness turned onto the left downwind leg, he saw the accident airplane about midfield over the runway 23 and descending through about 150 ft above ground level (agl). He reported that the accident airplane was flying faster than a normal approach speed. He heard a radio transmission that stated, “going around,” and subsequently, the accident airplane overflew the departure end of runway 23 by about 100 ft agl. The witness lost sight of the airplane and shortly after observed a plume of smoke in the distance.

A second witness, who was an employee at HMT, reported that he heard a distress call transmitted over the CTAF declaring an emergency and a loss of power. He reported that the accident airplane had made two touch and go landings and had aborted the third landing to runway 23. According to the witness, during the third approach and landing the airplane did not touch down on the runway and remained about 30 ft agl before aborting the landing. The witness reported that the airplane made a left turn and touched down in a dirt field.

Ground markings in the field revealed that the airplane touched down three times. The ground scars showed a veer to the right, just before crossing over a three-lane asphalt highway, colliding with a curb, and impacting a cinder block wall near a residence. The total ground roll distance was about 665 ft.

The student pilot’s logbook indicated that while accumulating flight experience with the accident operator the student pilot had flown eight different airplanes, with six of the airplanes being different makes and models. The student pilot amassed 66.5 hours of flight experience in the accident airplane make and model.

The airplane collided with a retaining wall on the east side of a road. The airplane's engine, cabin, left wing root, and right wing breached the 8-ft-high cinder block retaining wall and sustained thermal damage. The engine separated from the airframe at the firewall and consequently did not sustain thermal damage. The aft fuselage and the empennage did not breach the wall and did not sustain thermal damage.

Postaccident examination of the wreckage revealed that airplane’s fuel system, electrical system, induction, and exhaust systems sustained impact and thermal damage, which restricted the confirmation of the ignition switch, throttle, mixture, carburetor heat, and flap positions. The examination of the fuel selector valve revealed that the fuel selector remained in the “On” position.

Post-accident examination of the engine revealed thumb compression on all cylinders, and drivetrain continuity was confirmed throughout. The left and right magnetos were function tested and current was observed.

The fixed pitch, two-bladed propeller remained attached to the engine crankshaft flange. One propeller blade exhibited bending to the non-camber side, with blade tip curling, chordwise scratches and leading-edge gouges. The opposite blade exhibited bending emanating from the outboard 1/3 to the blade tip, as well as chordwise scratches emanating from the leading edge.

The FAA Forensic Sciences Laboratory conducted the toxicology testing. Carboxyhemoglobin and ethanol were not detected. Lidocaine, ketamine, and the metabolite norketamine were detected. The pilot succumbed to his injuries in the hospital and these drugs were most likely administered during acute medical care.