20060927021469A

(-23) On September 27, 2006 at approximately 1621 local time, Beechcraft BE-35, N5852S, impacted the ground in a steep nose down attitude at Lake City airpark, Lake City, Florida, following an apparent unintended take off that occurred during ground operation of the aircraft which was being performed not for the intention of flight. N5852S was destroyed by a post crash fire, and the pilot privacy data omitted the sole occupant of the aircraft, was fatally injured. According to family members and neighbors of the pilot privacy data omitted at the Lake City airpark fly-in community where he lived, the purpose of ground operations of N5852S by the pilot privacy data omitted on September 27, 2006 was for maintenance reasons only. The aircraft had not been flown for an extended period of time, and a compression check conducted by a mechanic at the Lake City airpark revealed low compression in two engine cylinders due to sticking piston rings. The pilot privacy data omitted no longer held a current medical certificate or flight review, and at 81 years old, had decided to sell N5852S. In preparation for such sale, family members stated that the pilot privacy data omitted had proposed to conduct a series of high power setting ground operations of N5852S, to include a full power static run-up and several high speed taxi runs, in hopes of un-sticking the affected piston rings and resolving the engine low compression problem. Witnesses stated that they observed the pilot privacy data omitted taxi N5852S from his hangar, located at midfield, to the approach and of runway 23 at Lake City airpark at approximately 1610 local time on September 27, 2006. Witnesses further stated that they observed the pilot privacy data omitted conduct a full power run-up of N5852S for an unusually long period of time at the approach end of runway 23 with the aircraft positioned on the runway in preparation for his proposed high speed taxi operation. However, such witnesses walked back into their house during the extended engine run-up and did not observe any further movement of the N5852S. Another witness observed N5852S become airborne, possibly strike a tree, roll to the right, roll wings level, and then abruptly roll to the right while pitching down and continuing to roll to the right, and then strike the ground. Investigation of the accident site of N5852S and the surrounding area by FAA and NTSB personnel on September 28, 2006 revealed the following information: tire tracks of N5852S were found imprinted in the grass of runway 23, a turf runway, at Lake City airpark. Such tire tracks indicated that N5852S had taxied from the pilot's privacy data omitted hangar to the approach end of runway 23 with the aircraft initially aligned on a magnetic heading of approximately 228 degrees. The tire tracks further indicated that N5852S traveled down runway 23 in a left curving arc, departed the edge of runway 23 and continued in the grass adjacent to the runway until the aircraft became airborne approximately 1,305 feet from the initial departure point on a magnetic heading of approximately 212 degrees. Once airborne, N5852S then traveled approximately 233 feet on a magnetic heading of approximately 212 degrees until the right wing tip struck the first tree in a cluster of oak trees at a point approximately 40 feet above the ground. The aircraft continued another 282 feet on a heading of approximately 228 degrees until N5852S impacted the ground in an approximate 58 degree nose down attitude on a magnetic heading of approximately 109 degrees. N5852S was destroyed by a post crash fire, and the pilot privacy data omitted sustained fatal injuries. A post crash examination of N5852S by FAA, NTSB, Raytheon, and teledyne Continental representatives, to the extent possible due to fire damage, revealed the following information: the control lock was removed, there was flight control continuity, the trim was set at approximately zero degrees, the throttle was full forward, the position of the mixture control and propeller control could not be determined, the landing gear selector and landing gear were down, the flaps were up, and the cowl flaps were open, the parking brake was released, and the damage to the front seats and seat tracks prevented any determination of pre-impact malfunction. Although badly damaged, an inspection of the engine and propeller revealed no evidence of pre-impact malfunction, and the engine was developing power upon impact. A review of the flight experience and medical history of the pilot privacy data omitted revealed the following information: the pilot privacy data omitted was a former U.S. Naval aviator and retired airline captain. He held an airline transport pilot certificate, with an airplane multiengine land rating, Boeing 707, Boeing 720, and Boeing 747 type ratings, and commercial privileges in airplane single engine land. He had accumulated over 26,000 flight hours, with extensive air carrier and general aviation experience. Since retirement, the pilot privacy data omitted and his wife had resided at Lake City airpark where the pilot privacy data omitted regularly operated a variety of general aviation aircraft until his health began to fail. The pilot privacy data omitted last obtained an FAA special issuance third class medical certificate on may 24, 2003, which expired on may 31, 2004. The special issuance status was based on medication for high blood pressure and diabetes. According to the pilot's privacy data omitted wife, his health began to deteriorate, and he decided to stop flying. He began exhibiting cardiovascular problems requiring the installation of three stints and carotid artery surgery. Additionally, blood thinning and anti-clotting medication had been added to the pilot's privacy data omitted medical prescriptions. privacy data omitted Also reported that the pilot privacy data omitted had begun "dosing off" and that such episodes had recently become more frequent. Preliminary information obtained during a post mortem examination of the pilot's privacy data omitted remains, performed by the duval county medical examiner, was inconclusive regarding the possibility of medical incapacitation as a cause of this accident. A final report from the medical examiner, and the civil aeromedical institute has not yet been received. Conclusion: based on witness information and physical evidence, it appears that N5852S began moving from a stationary position at the approach end of runway 23 at Lake City airpark, departed the left edge of runway 23 and continued in the grass adjacent to the runway until the aircraft became airborne. Once airborne, the aircraft pitched up at a high angle of attack, struck trees, and ultimately stalled and spun in a right rotation until impacting the ground in a severe nose down attitude. Based on the sequence of events as described herein with no evidence of aircraft malfunction, and taking into consideration the pilot's privacy data omitted extensive flight experience and the fact that he only intended to operate N5852S on the ground, it appears that pilot incapacitation is the only reasonable explanation attributable to the cause of this accident.