N263CEBeech P35 · 1962

On May 27, 2018, at 0840 central daylight time, a Beech P35 airplane, N263CE, impacted terrain during takeoff from Millard Airport (MLE), Omaha, Nebraska. The pilot and pilot-rated passenger sustained fatal injuries, and the airplane was destroyed by a post-impact fire. The airplane was owned by the pilot who was operating it as a Title 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed. The flight was originating from MLE at the time of the accident, and the destination was unknown.

According to witnesses, the pilot attempted to takeoff from runway 30. During the takeoff roll about 1,300 ft from the departure end of the runway, the airplane exited the left side of the runway and traveled across a grass median between the runway and taxiway surfaces. The airplane was briefly airborne during portions of the runway excursion. The airplane then crossed the end of the runway, became airborne, and appeared to stall. The airplane's left wing impacted terrain, the airplane cartwheeled, and a post-impact fire ensued. Witnesses added that the airplane looked like it was out of control during the takeoff sequence, and that the engine sounded like it was at full power.

Surveillance video provided by a MLE fixed-based operator showed the airplane during portions of the attempted takeoff. The video images were consistent with the witness statements. The video did not capture the airplane near end of the runway or its subsequent impact with terrain.

During the runway excursion, the airplane impacted several runway and taxiway light structures.

The pilot and pilot-rated passenger logbooks were not located during the investigation. Pilot and pilot-rated passenger flight time estimates were obtained from the Federal Aviation Administration's (FAA) most recent medical applications. The pilot was seated in the left seat for the accident flight.

The pilot's brother, who spoke with local law enforcement after the accident, stated that he did not think his brother flew regularly enough to stay proficient in the operation of the airplane.

A review of the FAA aircraft registration records revealed that the accident airplane was registered to the pilot on July 8, 2006.

The airplane was equipped with dual control columns for elevator and aileron control. According to the pilot's operating handbook, airplane steering is accomplished by use of the rudder pedals through a linkage arrangement that connects the nose strut to the rudder pedal shaft. The brakes on the main landing gear wheels are operated by applying toe pressure to the rudder pedals. Brakes were only installed on the left seat rudder pedals. The engine throttle, propeller, and mixture controls were located in the center of the control console below the instrument panel.

A review of the airplane maintenance records revealed that the airplane had flown a total of 122 hours from 2011 to the last logbook entry on May 4, 2018.

A review of the FAA aircraft registration records revealed that the accident airplane was registered to the pilot on July 8, 2006.

The airplane was equipped with dual control columns for elevator and aileron control. According to the pilot's operating handbook, airplane steering is accomplished by use of the rudder pedals through a linkage arrangement that connects the nose strut to the rudder pedal shaft. The brakes on the main landing gear wheels are operated by applying toe pressure to the rudder pedals. Brakes were only installed on the left seat rudder pedals. The engine throttle, propeller, and mixture controls were located in the center of the control console below the instrument panel.

A review of the airplane maintenance records revealed that the airplane had flown a total of 122 hours from 2011 to the last logbook entry on May 4, 2018.

Postaccident examination of the runway, grass medians, and taxiways showed markings consistent with the airplane's landing gear tires. The markings were consistent with the airplane departing the runway surface, traveling through the grass, and impacting runway and taxiway light structures. Portions of the grass and tire marks on the asphalt surfaces showed sections of three-, two-, and one-tire track marks at various points during the takeoff roll.

The main wreckage came to rest inverted about 200 ft from the end of runway 30. The main wreckage comprised the fuselage, left and right wings, and empennage, and was destroyed by fire. The cabin door, propeller, engine cowling, and glare shield were located between the runway and main wreckage and displayed minor thermal damage. The cockpit and instrument panel were consumed by fire. The right seat was separated from the airframe and came to rest about 30 ft west of the main wreckage. The engine was separated from the airframe and came to rest adjacent to the left wing.

Flight control continuity could not be established due to fire and thermal damage; however, the cables were found attached to their respective cockpit flight controls and flight control surfaces. In addition, several control cables were cut by rescue personnel during recovery operations. The nose-wheel landing gear assembly was separated from the airframe structure. The assembly was damaged by impact and fire.

Examination of the engine showed impact damage and minor thermal damage to the accessory section. The crankshaft propeller flange was found separated from the crankshaft, and the propeller flange remained attached to the propeller hub. The crankshaft fracture surfaces exhibited radial cracks and 45° shear lips consistent with overload failure. Both propeller blades exhibited forward twisting, s-type bending, leading edge gouges, and chordwise scratches.

Examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operations.

The FAA Airplane Flying Handbook, Chapter 5, Takeoffs and Departure Climbs, Normal Takeoff, states, in part:

After releasing the brakes, advance the throttle smoothly and continuously to takeoff power. An abrupt application of power may cause the airplane to yaw sharply to the left because of the torque effects of the engine and propeller. This is most apparent in high horsepower engines. As the airplane gains speed, the elevator control tends to assume a neutral position if the airplane is correctly trimmed. At the same time, the rudder pedals are used to keep the nose of the airplane pointed down the runway and parallel to the centerline. The effects of engine torque and P-factor at the initial speeds tend to pull the nose to the left. The pilot must use whatever rudder pressure is needed to correct for these effects or winds.

In addition, the "Rejected Takeoff" section of the FAA Airplane Flying Handbook states:

Emergency or abnormal situations can occur during takeoff that require a pilot to reject the takeoff while still on the runway. Circumstances such as a malfunctioning powerplant, inadequate acceleration, runway incursion, or air traffic conflict may be reasons for a rejected takeoff.

Prior to takeoff, the pilot should have in mind a point along the runway at which the airplane should be airborne. If that point is reached and the airplane is not airborne, immediate action should be taken to discontinue the takeoff. Properly planned and executed, chances are excellent the airplane can be stopped on the remaining runway without using extraordinary measures, such as excessive braking that may result in loss of directional control, airplane damage, and/or personal injury. In the event a takeoff is rejected, the power should be reduced to idle and maximum braking applied while maintaining directional control.

The Douglas County Coroner's Office, Omaha, Nebraska, performed autopsies on the pilot and pilot-rated passenger. The pilot's cause of death was listed as blunt force trauma to the head, and the pilot-rated passenger's cause of death was listed as blunt force trauma to the head and chest.

The FAA's Forensic Sciences Laboratory performed toxicological testing of the pilot and pilot-rated passenger. The pilot's toxicological testing identified Cetirizine in blood and urine, and Minoxidil in urine. The tests were negative for carboxyhemoglobin and ethanol.

Cetirizine is an antihistamine available over-the-counter and commonly used to treat allergies, which may cause drowsiness. Minoxidil is a medication available in oral and topical formulations. Orally, it is prescribed and used with other medications to treat high blood pressure. Topically, it is used to stimulate hair growth and to slow balding. This medication is generally not considered to be impairing.

The passenger's toxicological testing identifed 0.015 (ug/mL, ug/g) Lorazepam in blood, 0.024 (ug/mL, ug/g) Lorazepam in liver, 7 (ng/mL, ng/g) Fentanyl in blood, and 7 (ng/mL, ng/g) Fentanyl in liver. The tests were negative for carboxyhemoglobin and ethanol.

The passenger was briefly treated at the hospital after the accident. Fentanyl is a prescription medication used to relieve severe pain, and Lorazepam is a prescription medication used to relieve anxiety. The presence of these medications was consistent with postaccident medical treatment.