N6009UBeech C23 · 1978

On April 28, 2021, about 0900 eastern daylight time, a Beech C-23, N6009U, was destroyed when it was involved in an accident near Middleburg, Florida. The pilot, pilot-rated passenger, and second passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

A witness described that, around 0840, he heard what he thought was the accident airplane departing from Spencer’s Airpark (FL13), Middleburg, Florida. Shortly thereafter, he heard the sirens of first responders as they proceeded toward the accident site.

The 0915 recorded weather observation at Herlong Airport (HEG), Jacksonville, Florida, located about 16 miles northeast of the accident location, included wind from 140° at 7 knots, visibility 5 miles, clear of clouds, and temperature 23°C, dew point 18°C, and an altimeter setting of 30.16 inches of mercury. A witness who arrived at the airport about 30 minutes after the accident stated that, at that time, the wind was coming from the east (tailwind for runway 27) at an estimated velocity of 15 knots.

A witness who arrived at the airport about 30 minutes after the accident stated that, at that time, the wind was coming from the east (tailwind for runway 27) at an estimated velocity of 15 knots.

The accident site was located in a heavily wooded area about 800 ft beyond the departure end of runway 27. Multiple tree branches that displayed angular cuts were found along a path that extended from the trees near the departure end of the runway to the wreckage.

The fuselage came to rest upright oriented on a heading of 180° magnetic. The airplane was partially consumed by a postaccident fire. The engine remained attached to the firewall through the tubular engine mount and was heavily fire damaged. The propeller remained attached to the engine crankshaft flange. The spinner dome and one propeller blade were embedded in the soft earth. The engine oil sump, carburetor, and the lower portion of the accessory case were consumed in the post-impact fire. The engine-driven fuel pump, vacuum pump, and both magnetos were heavily fire damaged. The cabin and instrument panel were also consumed by the postimpact fire. The wings sustained tree impact damage and were partially separated from the fuselage. Both wings came to rest in front of the engine and sustained significant postimpact fire damage. The right flap was separated from the wing and remained in one piece. A small fragment of the left flap was found forward of the engine. The empennage sustained minimal impact damage; however, it was thermally damaged. Flight control cable continuity was established to the rudder and stabilator. Aileron and flap continuity were partially established due to multiple separations that displayed signatures consistent with overload separation and postimpact fire damage. The manual flap handle ratchet plate was loose; and the position of the flaps at the time of the accident could not be determined. The stabilator trim was found in a position that correlated to about 8° tab trailing edge down.

Examination of the runway surface revealed that the turf had not been recently mowed and was several inches high. The soil was soft. There were 1.5-inch-deep wheel impression marks from the airplane leading from the pilot’s hangar to the takeoff point on the runway. The tire impressions measured about 2,300 ft from the approach end of runway 27 to the takeoff point. The distance from the takeoff point to the trees was about 1,300 ft.

Per the Beechcraft C23 Sundowner Pilot’s Operating Handbook (POH), the aircraft takeoff speeds for safe operation are 65 knots at “lift-off,” and 74 knots at “50 ft.” The “Take-off Distance – Grass Surface” performance chart was interpolated for the associated conditions of 19°C and field elevation of 150 ft msl. The estimated ground roll with no wind was 1,285 ft and the distance to clear a 50-ft obstacle was 2,151 ft. The takeoff distance performance chart did not include information for calculating the adverse impact of tailwind conditions or a soft runway surface.

The FAA Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-25B), states: The effect of wind on takeoff distance is large, and proper consideration must also be provided when predicting takeoff distance… A tailwind that is 10% of takeoff airspeed increases the takeoff distance approximately 21 percent.

Toxicology testing was performed by the Federal Aviation Administration Forensic Sciences Laboratory on the pilot and pilot-rated passenger. Testing of specimens from the pilot detected the non-impairing local anesthetic medication lidocaine and the high blood pressure medication valsartan in blood and urine; carboxyhemoglobin was reported as not detected in iliac blood. The Office of the Medical Examiner detected carboxyhemoglobin at 15% in iliac blood; testing was negative for ethanol and drugs.

Specimens from the pilot-rated passenger revealed the anti-anxiety medication alprazolam at 8 ng/mL in heart blood and liver tissue. The antidepressant sertraline and its metabolite desmethylsertraline were detected in the heart blood at 260 ng/mL and 582 ng/mL, respectively; both were also detected in lever tissue. The over-the-counter motion sickness medication meclizine was detected in liver.

The pilot reported that after landing on runway 11, "I realized that (runway) 5-23 was being used as a taxiway." He back taxied on runway 23, with the intent of departing runway 5. He made several CTAF transmissions to an airplane that had begun to taxi toward him on runway 23. Not knowing the taxiing airplane's intentions, he maneuvered his airplane to the left side of runway 5 and the left wing struck a construction sign.

The airplane sustained substantial damage to left wing and aileron.

According to airport NOTAM 09/076, runway 5/23 closed except to taxi Monday-Friday.

The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.