N369BBBeech E95 · 1967

On December 4, 2023, about 1120 central standard time, a Beech E95, N369BB, was substantially damaged when it was involved in an accident near Elkmont, Alabama. The flight instructor and a private pilot were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The private pilot held a single-engine land rating and was receiving instruction in the multi-engine airplane. According to information obtained from the FAA, the flight departed Huntsville International Airport (HSV), Huntsville, Alabama, about 1058, and proceeded northwest to a practice area. At 1120, while the airplane was about 5,700 ft mean sea level and 18 miles northwest of HSV, the flight instructor reported “mayday” to air traffic control and that the airplane was in a spin. Radio and radar contact were subsequently lost. Review of ADS-B data revealed that the airplane slowed, followed by a steep descent until the end of the data.

Review of the flight instructor’s electronic logbook revealed that he had accumulated about 1,599 hours of total flight experience, which included 322 hours in multi-engine airplanes. Of his total multi-engine experience, 251 hours were in the same make and model as the accident airplane, including 29 hours flown in the accident airplane during the 90-day period preceding the accident.

Review of the pilot’s logbook revealed that he had accumulated about 284 hours of total flight experience, which included 7 hours of multi-engine experience. All of his multi-engine experience was in the accident airplane and included four lessons dating back to May 9, 2022. He last flew the airplane on May 11, 2023.

The airplane came to rest flat and upright, oriented on a magnetic heading of 210°, in a harvested cottonfield. All four corners of the airplane were identified, and no debris path was observed. The nose and both engines were canted right. The landing gear and flaps remained attached and were found in the fully extended position. All four fuel tanks were breached during impact; however, their respective caps remained secured.

Flight control continuity was confirmed from the aft rudder bellcrank to the forward bellcrank in the cockpit. Elevator control continuity was confirmed from the elevator to the base of the cockpit pedestal. Aileron control continuity was confirmed from the ailerons to the cockpit pedestal.

Both engines remained attached to their respective wing. The two left propeller blades remained attached to the left propeller. One blade appeared undamaged and the other blade was buried in mud. Both propeller blades remained attached to the right propeller. One blade was buried in mud and the other blade exhibited rearward bending and chordwise scratching.

A subsequent examination of the engines was performed at a recovery facility. The top spark plugs were removed from the left engine. Their electrodes were intact and gray in color. Due to a bent crankshaft, the propeller had to be removed, and the crankshaft rotated via an accessory gear drive. Valvetrain continuity was confirmed to the rear accessory section and thumb compression was attained all cylinders. Both magnetos produced spark at all leads when rotated by hand.

The top spark plugs were removed from the right engine. Their electrodes were intact and gray in color. The propeller was rotated by hand. Valvetrain continuity was confirmed to the rear accessory section and thumb compression was attained all cylinders. Both magnetos produced spark at all leads when rotated by hand.

No preimpact mechanical malfunctions were identified with the airframe or engines that would have precluded normal operation.

An autopsy was performed on the pilot and flight instructor by the Alabama Department of Forensic Sciences, Huntsville, Alabama. The cause of death for both was reported as “Blunt force injures.” Toxicological testing was performed on specimens from the pilot and flight instructor by the FAA Office of Forensic Sciences, Oklahoma City, Oklahoma. The results for the flight instructor were negative for drugs and alcohol.

The results for the pilot revealed that Chlorpheniramine was detected in cavity blood at 7 ng/ mL and in urine at 62 ng/mL. Doxylamine was detected in cavity blood and was detected in urine at 1046 ng/mL. Dextromethorphan, dextrophan, metoprolol, amlodipine, and valsartan were detected in cavity blood and urine. Sacubitril testing was inconclusive in cavity blood and sacubitril was detected in urine. Desethyl sacubitril was detected in cavity blood and urine. Hydroxychloroquine and guaifenesin were detected in cavity blood and urine. Acetaminophen was detected in cavity blood and was not detected in urine.

A performance study of ADS-B data revealed the airplane slowed to an airspeed slightly above the published wings-level stall speed and entered a steep descent before the data recording ended. The study reported that the recorded altitude and estimated airspeed in the minutes preceding the steep descent suggest that power was being reduced by the pilot on one or both engines. The estimated airspeed was close to the published stall speed and the minimum control speed for the airplane before it entered a steep descent and the flight instructor reported to ATC that the airplane was in a spin.