# NTSB CHI01FA044: Beech 95-B55, N7678N, Milltown, WI, December 3, 2000 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: December 3, 2000, 15:15 local (21:15 UTC) - Place: Milltown, WI - Coordinates: 45.52008, -92.490058 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=45.5201&lon=-92.4901&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report June 4, 2002 - Report: Approved by Office Director - Parties: Federal Aviation Administration, Minneapolis FSDO, Teledyne Continental Motors, Raytheon Aircraft Company - NTSB case key (mKey): 50719 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI01FA044 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/50719/pdf - Page: https://openairdocs.org/ntsb/CHI01FA044 ## Probable cause The flight instructor's inadequate supervision of the flight, the flightcrew not maintaining control of the airplane, and the flight instructor's delayed remedial action which resulted in the inadvertent spin. Factors to the accident were the inadvertent spin and the CFI's decision to operate the airplane with the flight instructor's seat secured in the full-aft position. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, maneuvering - supervision - inadequate, pilot in command(cfi) (cause) - aircraft control - not maintained, flightcrew (cause) - remedial action - delayed, pilot in command(cfi) (cause) - stall/spin - inadvertent, flightcrew (contributing factor) - operation with known deficiencies in equipment - intentional, pilot in command(cfi) (contributing factor) - In flight collision with terrain/water, descent - uncontrolled ## Analysis While maneuvering on a local instructional flight the multi-engine airplane entered a spin that resulted in an in-flight collision with the terrain. Witnesses to the accident described the airplane in a spin. The certified flight instructor (CFI) occupied the right seat during the accident flight. The right seat was secured in the full aft position. There was a handwritten placard that stated, "right seat fixed in the aft position." Four pillows were recovered at the accident site. An officer with the local law enforcement reported that one of the pillows was found beneath the CFI and that there were two pillows behind her back. The forth pillow was found lying between the CFI and the dual student. No additional anomalies were found with respect to the airplane that could be associated with a pre-impact condition. The Pilot Operating Handbook (POH) for the Beech 95-B55 aircraft states that recovery from a spin will become more difficult if the pilot delays taking corrective action. The POH states, "Always remember that extra alertness and pilot techniques are required for slow flight maneuvers, including the practice or demonstration of stalls or [flight at minimum controllable airspeed]." The POH further states that, "Whenever a student pilot will be required to practice slow flight or single-engine maneuvers, be certain that the qualified instructor pilot has a full set of operable controls available." ## Factual narrative HISTORY OF FLIGHT On December 3, 2000, at 1515 central standard time (cst), a Beech 95-B55, N7678N, sustained substantial damage during an in-flight collision with the terrain following a loss of aircraft control while maneuvering near Milltown, Wisconsin. Visual meteorological conditions prevailed at the time of the accident. The flight was operating under the provisions of 14 CFR Part 91 and was not on a flight plan. The certified flight instructor (CFI) and the dual student were fatally injured. The local instructional flight departed the St. Paul Downtown Holman Field Airport, St. Paul, Minnesota, about 1448. Aircraft radar track data for the period before and after the reported accident time was obtained from Federal Aviation Administration (FAA) Air Traffic Control. The obtained data indicated there was a single aircraft, which was transmitting a visual flight rules (VFR) 1200 transponder beacon code, maneuvering near the accident location about the time of the accident. The last two minutes of radar data were recorded as: (hhmm:ss) (North Latitude) (West Longitude) (Pressure Altitude) 1512:02 45.550830 92.463060 6,000 1512:23 45.550830 92.468890 6,100 1512:33 45.548890 92.468890 6,000 1512:43 45.546390 92.469170 6,000 1512:53 45.542500 92.466390 6,000 1513:03 45.540280 92.463060 6,000 1513:13 45.538060 92.460280 6,000 1513:23 45.536110 92.460560 6,100 1513:33 45.536110 92.457500 6,100 1513:44 45.533890 92.454720 6,100 1513:54 45.531940 92.454440 5,800 1514:04 45.529440 92.443060 4,500 1514:14 45.533610 92.448890 3,200 A plot of the aircraft radar track data was generated, and is appended to this factual report along with a copy of the source data. A witness, located near the accident site, reported in a written statement, "...heard an airplane coming over then the motor shut off and the plane started to fall, spiraling down until it hit the ground..." Another witness, at the same location, reported in a written statement, "...heard a small plane overhead the motored stop or shut off I was watching it drop out of the sky. My first idea was start your engine[.] It just kept twisting coming down[.] [When] it got about 300 ft of the ground I knew there was no hope[.] About 3 sec. after the crash there was a loud bang." A hunter, located near the accident site, reported in a written statement, "About 320 I heard a plane came from the S-SW and was traveling N. When it was west of me the sound of the engin[e] was fluctuating from a high pitch to a low pitch. Then the plane was North and it turned around. I heard it coming back and all at once the sound of the engine stopped. About 2 Min. later I heard a crashing sound to the N.E. of me." Copies of the written witness statements are appended to this factual report. PERSONNEL INFORMATION The CFI held a commercial pilot certificate with ratings for airplane multi-engine land, airplane single engine land, and instrument airplane operations. The CFI also held a certified flight instructor certificate with ratings for airplane multi-engine land, airplane single engine land, and instrument airplane operations. The CFI was issued an instructor rating for multi-engine operations on August 2, 2000. The CFI's last medical examination was conducted on November 7, 2000, and she was issued a first-class medical certificate with no limitations or restrictions. The pilot's height was listed as 69 inches on the issued medical certificate. According to the CFI's flight logbooks, the CFI had a total flight time of 985.6 hours, of which 111.5 hours were in multi-engine airplanes and 874.1 hours were in single engine airplanes. The CFI had flown 111.5 hours in the Beech 95-B55, of which 86.8 were as pilot-in-command and 62.6 hours were as a flight instructor. The CFI had flown 219.6 hours in the last 90 days, of which 31.7 hours were in multi-engine airplanes and 187.9 hours were in single engine airplanes. The CFI had flown 128.2 hours in the last 60 days, of which 11.8 hours were in multi-engine airplanes and 116.4 hours were in single engine airplanes. The CFI had flown 35.8 hours in the last 30 days, of which 3.5 hours were in multi-engine airplanes and 32.3 hours were in single engine airplanes. There were no flight logbook entries within 24 hours of the accident. The CFI's logbook contained an endorsement for spin training, dated December 14, 1999. The spin training and corresponding endorsement is required for all flight instructor candidates. The CFI's endorsement read, "I have given [the CFI] flight training in spin entry, recovery techniques, and spins and she has demonstrated instructional competency in those maneuvers." The dual student held a private pilot certificate with ratings for airplane single engine land and instrument airplane operations. The dual student's last medical examination was conducted on August 3, 1999, and he was issued a third-class medical certificate with no limitations or restrictions. According to the dual student's flight logbooks, the dual student had a total flight time of 221.7 hours, of which 21.8 hours were in multi-engine airplanes and 199.9 hours were in single engine airplanes. The dual student had flown 21.8 hours in the Beech 95-B55, all of which were dual instruction. The dual student had flown 32.3 hours in the last 90 days, of which 17.2 hours were in multi-engine airplanes and 15.1 hours were in single engine airplanes. The dual student had flown 23.9 hours in the last 60 days, of which 8.8 hours were in multi-engine airplanes and 15.1 hours were in single engine airplanes. The dual student had flown 7.0 hours in the last 30 days, of which 2.2 hours were in multi-engine airplanes and 4.8 hours were in single engine airplanes. There were no flight logbook entries within 24 hours of the accident. AIRCRAFT INFORMATION The airplane was a Beech 95-B55, serial number TC-1153. The Beech 95-B55 is a multi-engine, low-wing, all-metal airplane of semimonocoque design, powered by two reciprocating engines. The airplane can be configured to carry a maximum of six occupants. The airplane was issued a Standard Airworthiness Certificate on September 22, 1968, and was certified for normal category operations. The airframe had accumulated a total flight time of 4,348.7 hours. The last annual inspection was performed on October 17, 2000, at 4,296 hours total time. The Hobbs meter at the last annual inspection was 533.0 hours and at the accident site the Hobbs meter read 585.7 hours. The left engine was a 260 horsepower Teledyne Continental IO-470-L, serial number 454476. The engine had accumulated 879.7 hours since the last major overhaul, which was completed on September 8, 1996. The last inspection of the left engine was on October 17, 2000, at which time the engine had accumulated 827.0 hours since the last major overhaul. The right engine was a 260 horsepower Teledyne Continental IO-470-L, serial number CS-201139-9L. The engine had accumulated 441.7 hours since the last major overhaul, which was completed on March 23, 2000. The last inspection of the right engine was on October 17, 2000, at which time the engine had accum ## Aircraft - Registration: [N7678N](https://openairdocs.org/deregistered/N7678N-2001-06-16), registration cancelled 2001-06-16, S/N TC-1153 (OpenAirDocs) - Reported make and model: Beech 95-B55 (95 - B55) - Registry model: [Beech 95-B55 (T42A)](https://openairdocs.org/model/beech-95-b55-t42a) (registry code 1152706) (OpenAirDocs) - Category: Airplane - Serial number: TC-1153 - Airframe hours: 4348.7 - Engines: Teledyne Cont IO-470-L 260 horsepower reciprocating; Teledyne Cont IO-470-L 260 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Registered owner: Sullivan Communications Group - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 17, 2000, 52.7 hours before - Departed: STP, St. Paul, MN ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 31; injuries: fatal; flight instructor, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; last flight review August 2, 2000; seat: right; toxicology performed; flight hours: 986 total, 112 in this make and model, 911 as pilot in command, 220 in the last 90 days, 36 in the last 30 days, 0 in the last 24 hours - Student pilot; age 44; injuries: fatal; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--no waivers/lim.; last flight review April 26, 2000; seat: right; toxicology performed; flight hours: 222 total, 22 in this make and model, 146 as pilot in command, 32 in the last 90 days, 7 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 180° at 13 knots, gusting 22 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 30 °F, dew point 21 °F - Altimeter: 30.20 inHg - Observed at: OEO, 17 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20001203023009A](https://openairdocs.org/incident/20001203023009A), Dec 3, 2000: Beech T42A, Milltown, WI, No damage, 2 fatal. (-23) Approx. 1 hour into a training flight N7678N impacted the ground at approx. a 65-70 degree angle. Two persons on board. Both died on impact. Steven… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.