20240114000969A

On 14 January 2024, at 17:34 (z) the FAA received notice regarding an accident in Leyden ma., a Beechcraft 95-B55, serial number TC-1707. A review of the ADS-B radar data showed the aircraft had departed kbaf in westfield, MA. At 11:06 local. The airplane made a 180-degree left turn toward the north-northeast. The airplane climbed to 3,000 ft and made four 360-degree turns while continuing to fly northbound, then climbed, reaching an altitude of about 4,000 ft. it then entered a rapid descent until data ended at 11:25. The point of the last radar contact coincided with the accident site. No radio comms were recorded, and the aircraft was not receiving air traffic control services. The FAA iic arrived at the accident site in the Leyden wildlife management area at 15:30. First responders had secured the area. The aircraft was largely intact with heavy structural damage. The debris field was large window fragments in a localized area. No obvious aircraft structures or components were missing. No ground scarring was noted, with branch damage noted only almost directly above the site. FAA personnel monitored firefighters cutting aircraft canopy for the removal of the occupants. Tox boxes were provided to medical examiner personnel. Darkness and a snowstorm precluded further examination until the morning. The investigative team of NTSB, Textron aviation, and FAA arrived at 0900 15 jan to continue the investigation. Aircraft heading was 260 deg. All components were attached the fuselage, and the tail and right elevator were partially separated. There was no evidence of fire. The right-wing leading edge had impacted a tree, with marks consistent with aircraft descending in a low pitch angle and at a high impact angle. There was no ground scarring and severe lower fuselage damage. The left prop blades were straight and absent of scoring or gouging. The right engine prop had one blade bent aft, with the other blade straight. Both blades were absent of scoring or gouging. Both fuel tanks were breached, empty, with fuel noted puddling on ground. Dry snow removed with a brush revealed ice on leading wing and stabilizer edges and an antenna. Ice was noted on the nose and props. No icing was noted in the engine intakes. Flaps and landing gear were found in the retracted position. Flight control continuity was established from the surfaces to controls in the cockpit. The aircraft engines and tail were separated from the aircraft under observation and transported to a secured hangar. A fuel sample from the originating airfield was consistent with the 110LL. The fuel selector valves were in the “on” position. Fuel system continuity was positively established. Due to damage the anti-ice/ de-ice systems could not be evaluated. The team performed an inspection of the engines and determined no mechanical faults or malfunctions. A witness stated to the NTSB that they first heard the airplane’s engines and looked up. He said the airplane was “trying to gain altitude” then “stopped” before the nose of the airplane dropped and “made a straight line” toward the ground. The airplane “corkscrewed” straight down and went out of view. The witness then stated he saw no attempt by the pilot to pull the airplane out of the spin. They said the airplane, which he estimated was about ¾-mile away from his position, descended “fast.” they stated that from the time he first observed the airplane until it went out of site was about 8 seconds. He described the weather conditions as very windy and cold but that it was not snowing, with good visibility. METAR data from the closest station in orange, MA. At 1152HRS was kore 141652Z auto 22011G23KT 10SM BKN046 02/M07 A2968 rmk AO2 pk wnd 19029/1555 SLP057 T00171072. At the time of the accident, two airmets were issued and active, including an AIRMET zulu for moderate icing conditions issued at 11:08HRS local on the day of the accident. There was also a SIGMET for occasional severe turbulence between 3,000 and 16,000 ft