CEN23FA060

The purpose of the flight and the intended destination were not determined. Flight track data showed that the airplane landed at the airport a few hours before the accident flight began. On the accident takeoff, the airplane lifted off and began to climb, reaching an altitude of about 425 ft above ground level (agl), before it descended to about 275 ft agl while it turned slightly to the left. The airplane then began to climb and turned back to the right, reaching a peak altitude of about 450 ft agl before descending. The right turn continued to the end of the data and the airplane was about 230 ft agl when the final data point was recorded. The impact location was consistent with the recorded data and a nose-low, right-wing-low impact. A postimpact fire ensued and consumed a large portion of the airframe, which limited the examination of the airplane; however, no anomalies that would have contributed to the accident were found during the on-scene examination or during a post-recovery examination of the airplane’s engine. The flight path of the airplane suggested that the pilot may have been attempting to turn the airplane in order to land on the runway in the opposite direction, presumably due to a perceived emergency; however, examination of the airplane was unable to determine any defects that would have precipitated an emergency return. Therefore, the cause of the accident could not be determined.

Maintenance records indicated that the most recent annual inspection of the airplane was completed on November 25, 2022. During the annual inspection, several modifications were made to the airplane including the addition of tip tanks per Supplemental Type Certificate. At the time of the inspection the airplane had accumulated 5,116 hours total time in service and the engine had 502 hours since the last major overhaul. On December 5, 2022, about 2116 central standard time, a Beech F33A, N9142Q, was destroyed when it was involved in an accident shortly after takeoff from the Clarence E Page Municipal Airport (RCE), Yukon, Oklahoma. The pilot and two passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. ADS-B flight track data showed the airplane had departed the Stillwater Regional Airport (SWO), Stillwater, Oklahoma, at 1848, and arrived at RCE at 1915. It remained on the ground for about 2 hours, and then at 2115, the airplane began a takeoff from runway 35L. The data showed that the airplane lifted off and began to climb, reaching an altitude of about 425 ft agl, before it descended to about 275 ft agl while it turned slightly to the left. The airplane then began to climb and turned back to the right, reaching a peak altitude of about 450 ft agl before descending. The right turn continued to the end of the data and the airplane was about 230 ft agl when the final data point was recorded. The initial impact point was about 90 ft and 125° from the final data point. The main wreckage came to rest about 95 ft and 110° from the initial impact location. Figure 1: Plot of ADS-B data for the accident flight. An autopsy of the pilot was performed by the Board of Medicolegal Investigations, Office of the Chief Medical Examiner, Oklahoma City, Oklahoma. The autopsy report was reviewed by the National Transportation Safety Board Investigator-In-Charge. According to the autopsy report, the cause of death was multiple blunt force injuries and thermal injuries. The manner of death was accident. Toxicological testing of specimens from the pilot, performed by the Federal Aviation Administration – Civil Aeromedical Services, Biomedical Sciences Research Branch, were negative for all substances within the screening profile. Recorded weather conditions about the time of the accident indicated winds from 010° at 10knots, with clear skies. According to astronomical data from the United States Naval Observatory, the sun had set at 1718 and the end of civil twilight was at 1746. The moon phase was a Waxing Gibbous with 94% of the moon's visible disk illuminated. The pilot listed 1305 hours of total flight experience as of the date of his most recent medical examination on June 25, 2018. Pilot flight records dating back to May 13, 2017, were provided. All of the flight entries since that date were in the accident airplane and totaled 314.3 hours. The pilot’s flight logbook indicated that he hadaccumulated 1,303.4 hours total flight experience as of the last entry dated December 4, 2022. The airplane impacted the ground adjacent to the runway and a taxiway about 1,300 ft south, and 200 ft east of the departure end of runway 35L. It came to rest facing 255°. The initial impact location had material from the right wing tip tank, and the right outboard wing was bent upward about 45°. The grass area where the accident occurred had a large burn area and the entire cabin section of the airplane had been almost completely consumed by the postimpact fire. The postimpact fire limited the examination of the airplane; however, no anomalies that would have contributed to the accident were found during the on-scene examination or during a post-recovery examination of the airplane’s engine. Figure 2: Accident airplane at the accident site.