N482SBeech 95-C55 · 1966

On February 27, 2016, at 1430 eastern standard time, a Beech 95-C55, N482S, was substantially damaged when it impacted the ground during an aborted go-around maneuver at Plymouth Municipal Airport (PYM), Plymouth, Massachusetts. The private pilot was seriously injured. The airplane was owned and operated by the pilot as a personal flight under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions were reported near the accident site and no flight plan was filed for the flight that departed Marshfield Municipal Airport (GHG) Marshfield, Massachusetts about 1300.

The pilot stated that after departing GHG, he briefly performed some airwork, then flew to PYM, where he intended to perform a touch-and-go landing. He entered the PYM traffic pattern on a 45° entry to runway 24. He reported that he extended his downwind due to a slower airplane on final. He reported that he announced his intentions on the common traffic advisory frequency (CTAF) and reported turning base and final approach.

After landing on the runway, he reported that he touched down and "rolled several feet" before pushing the throttles full forward and rotated for takeoff. After the airplane achieved a positive rate of climb and was preparing to retract the flaps, he received an Automatic Dependent Surveillance-Broadcast (ADS-B) traffic advisory warning indicating a possible collision with another airplane within 15 to 20 seconds. He reported that he pulled the throttles back and pushed the yoke forward for a straight ahead landing on the runway, but a gust of wind struck his airplane and tipped it to the right. The airplane's tail then struck the ground, followed by the left wing tip and left propeller. The pilot was unable to recall the events that transpired after this point.

The pilot reported that his Avidyne TA was set at the most sensitive level, that it warned audibly, and displayed a large yellow circle on the screen, this indicated a possible collision and, according to the pilot, he assumed it was possibly another airplane using the intersecting runway. The pilot stated that there were no preimpact mechanical malfunctions or failures of the airplane that would have precluded normal operation.

Multiple eyewitnesses located at the airport observed the airplane during approach, landing, takeoff and impact. None of the witnesses reported another airplane in the pattern or recalled other communications. One witness described the airplane flying in a "nose high attitude with the left wing low." He reported that the nose of the airplane continued to increase pitch nose high, before rolling to the left and descending. The airplane appeared to make a "u-turn" and struck the ground on an easterly heading. He further reported that the airplane never appeared to get any higher than 50 ft. An additional witness reported that the airplane appeared to be performing a go-around maneuver, however, the nose continued to pitch up and the airplane started to "bank to the left and the nose continued to rise." He further reported that both engines sounded like they were operating and there was no "sputtering, coughing or smoke."

The pilot, age 67, held a private pilot certificate with ratings for airplane single-engine land and multi-engine land airplane. He reported 2,154 hours of total flight time, with 1,364 hours of multiengine time. His most recent flight review was conducted on February 21, 2016. The pilot owner purchased the airplane on November 20, 1990.

According to Federal Aviation Administration (FAA) records and the airframe manufacturer, the six-seat, low wing, retractable tricycle gear, multi-engine airplane, was manufactured in 1966. It was powered by two, Continental Motors, IO-520-CB 285-hp engines and equipped with McCauley 3-blade constant speed propellers. The airplane's most recent annual inspection was completed on October 14, 2015. At that time, the left and right engines had 316 hours and 278 hours total time respectively; the airframe had 3,996 hours total time. The airplane had been operated about 12 hours from the time of the last annual inspection, until the accident.

The airplane was equipped with an Avidyne TAS 620 dual antenna ADSB system that utilized a Garman GNS-530 for aural and visual display of traffic advisories. It was also equipped with an Insight Avionics G-4 panel mounted graphic engine monitor that monitored engine performance and recorded up to 22 parameters on each engine. Following the accident, the device was downloaded by an FAA inspector with the assistance of the manufacturer of the unit, and the data was sent to the NTSB for examination.

The data on the unit began at 1353:58 . The data started at a point consistent with the engine at idle at device power-up, followed by data that was consistent with taxi, run-up, and eventually takeoff power application at 1501:47. At 1534:54, there was a uniform decrease in fuel flow, tachometer and exhaust gas temperature (EGT) on both engines, indicating descent from pattern altitude to final approach at PYM. At 1535:30, there was a sharp and uniform increase in fuel flow, increasing from 5.1 and 6.2 gallons per hour (gph) to 24.4 and 27.5 gph on the left and right engines respectively. In addition, there was a uniform increase in the tachometer and EGT on both engines. Four seconds after the quick application of power, at 1535:34, there was a rapid reduction in power. At 1535:39, about the time of impact, data began rapid reductions to zero across most of the parameters.

A surface weather observation at PYM at 1452 reported winds were from 240° at 11 knots with gusts of 17 knots, visibility 10 statute miles, and clear conditions. The temperature was 2°C, dew point -13C, and altimeter setting of 29.96 inches of mercury.

According to Federal Aviation Administration (FAA) records and the airframe manufacturer, the six-seat, low wing, retractable tricycle gear, multi-engine airplane, was manufactured in 1966. It was powered by two, Continental Motors, IO-520-CB 285-hp engines and equipped with McCauley 3-blade constant speed propellers. The airplane's most recent annual inspection was completed on October 14, 2015. At that time, the left and right engines had 316 hours and 278 hours total time respectively; the airframe had 3,996 hours total time. The airplane had been operated about 12 hours from the time of the last annual inspection, until the accident.

The airplane was equipped with an Avidyne TAS 620 dual antenna ADSB system that utilized a Garman GNS-530 for aural and visual display of traffic advisories. It was also equipped with an Insight Avionics G-4 panel mounted graphic engine monitor that monitored engine performance and recorded up to 22 parameters on each engine. Following the accident, the device was downloaded by an FAA inspector with the assistance of the manufacturer of the unit, and the data was sent to the NTSB for examination.

The data on the unit began at 1353:58 . The data started at a point consistent with the engine at idle at device power-up, followed by data that was consistent with taxi, run-up, and eventually takeoff power application at 1501:47. At 1534:54, there was a uniform decrease in fuel flow, tachometer and exhaust gas temperature (EGT) on both engines, indicating descent from pattern altitude to final approach at PYM. At 1535:30, there was a sharp and uniform increase in fuel flow, increasing from 5.1 and 6.2 gallons per hour (gph) to 24.4 and 27.5 gph on the left and right engines respectively. In addition, there was a uniform increase in the tachometer and EGT on both engines. Four seconds after the quick application of power, at 1535:34, there was a rapid reduction in power. At 1535:39, about the time of impact, data began rapid reductions to zero across most of the parameters.

According to an FAA inspector who travelled to the accident site, the wreckage debris was spread over 100 ft adjacent to runway 24 and oriented in an easterly heading. The wings, empennage, and fuselage were substantially damaged. There was no post-crash fire. The airplane came to rest upside down in the grassy area about 160 ft adjacent to runway 24 and about 630 ft south southwest of the runway 15/33 intersection.

The nose cone was fragmented. The nose compartment was buckled down and canted to the right. The vertical and horizontal stabilizer remained attached, but the underside was crushed, and the entire empennage was canted forward and to the right.

Both wings exhibited substantial damage. The right wing leading edge about 5 ft outboard of the engine through the wing tip was crushed aft at a 45° angle. The left wing leading edge was crushed about 5 ft outboard of the engine and 3 feet of the wing tip was separated. The flaps were in the 30° down position and were not damaged. The landing gear was down which was corroborated by the position of the landing gear selector handle. The elevator trim indication in the cockpit was indicating takeoff configuration near the top of the green arc, and both left and right elevator trim tabs were in the 13° tab trailing edge down position.

Both engines remained attached to their respective engine mounts and were relatively intact.

All three propeller blades on the left and right engines remained attached to the hub and each blade tip was uniformly curled aft and exhibited chordwise scraping. Both propeller spinners were crumpled uniformly around the circumference.

PYM did not have a control tower, and the CTAF of 123.00 MHz was recorded. The recorded communications indicate several airplanes in or entering the airport traffic pattern for runway 24. At 4 minutes 15 seconds (4:15) of the recording, N482S made a radio call indicating he was on cross-wind entering downwind for runway 24 followed by a report on left base at 5:18 and on final at 5:43. The accident was reported by another airplane on final a short time later.

There were no recorded communications leading up to the accident from any other aircraft operating on the intersecting runway 15/33.