N3266QBeech A36 · 1995

On February 22, 2020, about 1111 central standard time, a Beech A36 airplane, N3266Q, was destroyed when it was involved in an accident near Rogers, Minnesota. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to air traffic control (ATC) data, the flight departed at 1100 from Flying Cloud Airport (FCM), Eden Prairie, Minnesota and was destined for Breezy Point Airport (8MN3), Breezy Point, Minnesota. After takeoff from FCM, the airplane turned northwest and climbed to 2,000 ft mean sea level (msl). No radio communications occurred after the airplane exited FCM airspace.

While in cruise flight, the airplane climbed from 2,000 to 2,300 ft msl and decelerated from about 170 to 110 knots groundspeed. The airplane subsequently turned left away from populated areas and descended with a steady vertical speed at 70 to 75 knots groundspeed. At 1,100 ft msl (200 ft agl), the airplane turned right and the last ATC data recorded was 1,000 ft msl (100 ft agl), 72 knots groundspeed, and 243°.

Figure 1 – Flight Path of Accident Airplane

A witness observed the airplane flying at low altitude toward the southwest and subsequently noted that the airplane’s bank angle increased, followed by a rapid descent. The airplane impacted forested terrain and a post-crash fire occurred.

According to maintenance records, the originally installed IO-550-B engine was removed and a model IO-550-R engine was installed on October 17, 2019, in accordance with supplemental type certificate #SA10145SC-D. After installation a 60-minute engine run was completed, followed by a break-in run for 130 minutes. The engine oil was changed, and filters were inspected, with no defects noted.

No maintenance entries were recorded after October 17, 2019. A review of flight data from FlightAware indicated the airplane was airborne about 16.5 hours after the new engine was installed.

According to maintenance records, the originally installed IO-550-B engine was removed and a model IO-550-R engine was installed on October 17, 2019, in accordance with supplemental type certificate #SA10145SC-D. After installation a 60-minute engine run was completed, followed by a break-in run for 130 minutes. The engine oil was changed, and filters were inspected, with no defects noted.

No maintenance entries were recorded after October 17, 2019. A review of flight data from FlightAware indicated the airplane was airborne about 16.5 hours after the new engine was installed.

The airplane came to rest upright, with the cabin area and both wings fire damaged. The left wing was separated by tree impact, with the left-wing outboard section located about 20 ft from the main wreckage. The right-wing outboard section was separated and folded under the main wreckage.

The three-blade constant speed propeller remained attached to the crankshaft propeller flange, with no damage to the leading edges of the blades. All three blades had rearward bending that began about 12” outboard of the blade roots. The propeller spinner had no spiral damage. A tree branch near the wreckage had 45-degree cuts consistent with propeller chopping.

The engine’s top cowling was separated and exposed the engine. The flexible fuel hose b-nut that connected the firewall fuel outlet fitting to the fuel inlet fitting on the engine-driven fuel pump was found to be finger tight. The green torque putty did not align between the fuel pump’s inlet fitting and the b-nut shoulder of the outlet fitting. The fuel hose b-nut and outlet fitting were disassembled, with no anomalies noted.

The fuel mixture control on the engine driven fuel pump was at the full rich stop, with the assembly hardware secure. The throttle control cable was secured to the throttle arm located on the throttle body. The engine driven fuel pump drive coupling was intact and the pump operated smoothly when manually rotated.

The fuel system was fire damaged, and the fuel boost pump switch was not located. Disassembly of the fuel selector valve revealed it to be in the left tank position and no obstructions were found in the fuel strainer screen. Both fuel filler caps were installed in their respective filler neck in the wings.

The horizontal stabilizers, elevators, vertical stabilizer, and rudder remained attached. Flight control continuity was confirmed to the extent possible due to fire damage. Both flap actuators were in the retracted position and all landing gear were retracted. Cockpit instruments were fire damaged and no readings were possible.

An engine test run was conducted at the manufacturer’s facility with NTSB oversight. Nominal parameters were observed during the engine run, which was abbreviated to 3-minute intervals based on concerns of an observed fatigue crack in the propeller flange. During cylinder compression testing after the engine run, #1 to #6-cylinder compression was measured at 60/80, 65/80, 70/80, 69/80, 70/80, 72/80 psi respectively.

According to the autopsy report, the cause of death in the pilot was multiple blunt force injuries. The medical examiner identified focally severe atherosclerosis in the pilot’s right coronary artery (75-80%) and left anterior descending coronary artery (75%). No other significant natural disease was identified. FAA Forensic Sciences Laboratory toxicology testing was negative for ethanol and tested for drugs.