CHI06FA264

The airplane was in cruise flight at 9,000 feet above mean sea level (msl) when it entered a descending left turn. The altitude data went into coast mode with the groundspeed being reported as 204 knots. Four seconds later, radar data shows the airplane turning to the right with a ground speed of 50 knots at an altitude of 7,400 feet. The airplane then enters another descending left turn. Radar data then shows the airplane at 5,200 feet with a ground speed of 29 knots. The altitude data then once again entered the coast mode. Witnesses reported seeing the airplane spinning as it descended out of the clouds. The airplane impacted the terrain in a relatively flat attitude. Post accident examination of the airframe, engines, and associated systems and components failed to reveal any preimpact failure/malfunction. Weather conditions at the time of the accident consisted of instrument meteorological conditions with rain. A weather study showed the airplane was operating in an area of instrument meteorological conditions with rain showers, and turbulence.

History of flight

On September 22, 2006, at 0958 central daylight time, a Beech 95-B55, N4JV, collided with the terrain in North Sioux City, South Dakota. The airplane was in cruise flight at 9,000 feet above mean sea level (msl) prior to radar and radio contact being lost. The pilot was fatally injured. The airplane was substantially damaged. The 14 Code of Federal Regulation Part 91 business flight was operating in instrument meteorological conditions. The pilot had filed and activated an instrument flight rules (IFR) flight plan. The flight originated from the North Platte Regional Airport (LBF) North Platte, Nebraska, at 0853 with an intended destination of La Crosse, Wisconsin.

Personnel at the fixed base operator (FBO) at LBF stated the airplane arrived at their airport on September 19, 2006. The pilot instructed line personnel to fill up the main fuel tanks. The FBO reported they filled the main fuel tanks with 74.7 gallons of fuel. The airplane was then tied down until it departed on the accident flight.

At 0944, the pilot of N4JV contacted Sioux City approach control stating that he was at 9,000 feet. At 0954, the approach controller informed N4JV that the Crypt military operations area (MOA) to his east was active. The controller stated that he could either go 5 miles to the north or he could descend to 7,000 feet to avoid the MOA. The pilot did not respond to this radio call. At 0955, the controller again called N4JV at which time the pilot responded with his call sign. The controller repeated his earlier call about the MOA. The pilot did not respond to numerous attempts by the controller to contact him.

According to the Sioux City Approach Radar the first radar contact they had with the airplane was at 0940:38 when it was at a reported altitude of 8,800 feet. The airplane then climbed to an altitude of 9,000 feet where it remained until 0955:56 when it began a descending left turn. At 0956:26, the altitude data went into coast mode and the ground speed was reported as being 204 knots. Four seconds later, radar data shows the airplane turning to the right with a ground speed of 50 knots at an altitude of 7,400 feet. At 0956:34, the airplane enters another left turn and is still descending. At 0956:48, the altitude was recorded as being 5,200 feet with a ground speed of 29 knots. The altitude data then once again entered the coast mode.

A witness reported seeing the airplane spinning slowly as it descended in a nose down attitude. Other witnesses reported seeing the airplane spinning as it descended out of the clouds with variations in the engine sounds.

Personnel information

The pilot, age 55, held an airline transport pilot certificate with a multi-engine rating and commercial pilot privileges for single-engine land airplanes. This certificate was issued on November 30, 1979. The pilot also held a flight instructor certificate with multi-engine, single-engine, and instrument ratings, which was renewed on July 29, 2006. The pilot was issued a second-class medical certificate on June 5, 2006. This certificate contained the limitation that the pilot must have glasses available for near vision.

The pilot's family provided a computerized printout of flight time records that the pilot maintained. The printout began on March 16, 1999, with flight times carried over from prior logbooks. According to these records the pilot had a total of 6,698.6 hours of flight time of which 4,115.7 hours were in multi-engine airplanes. The printout showed the pilot had flown a total of 107.5 hours in the accident airplane. It is unknown if he had additional flight time in the same make and model airplane prior to what was logged on the printout. The most recent record of the pilot's instrument flight time was his application for renewal of his flight instructor certificate, which was dated August 2004. This application showed the pilot had in excess of 560 hours of instrument flight time.

Aircraft information

The accident airplane was a 1973 Beech 95-B55, serial number TC-1583. It was a multi-engine, low wing, six-place airplane with retractable landing gear. A review of the maintenance logbooks indicated the most recent annual inspection was completed on September 11, 2006, at a total airframe time of 3,292.1 hours.

The airplane was equipped with two 260-horsepower, fuel injected, Continental IO-470-L (21) engines. The left engine, serial number 454091CS, was overhauled and installed on the airplane on November 24, 1993. The right engine, serial number 454092 CS, was overhauled and installed on the airplane on November 4, 1999. Both engines received an annual inspection on September 11, 2006. Total time since overhaul on the left and right engines at the annual inspection was 1,623.5 hours and 582.1 hours respectively.

Meteorological information

The pilot received a Direct User Access Terminal System (DUATS) weather briefing for the flight on September 21, 2006, at 2225. He then received a Flight Service Station weather briefing at 0802 on the morning of the accident. The pilot was provided with the current and forecast weather conditions, freezing levels, and Airman's Meteorological Information (AIRMETs) along the route of flight.

Weather conditions recorded at the Sioux City Gateway Airport (SUX), Sioux City, Iowa, located about 9 miles southeast of the accident site, at 0952, were: Wind from 220 degrees at 7 knots; visibility 10 statute miles; ceiling 1,300 broken, 3,800 overcast; temperature 14 degrees Celsius; dew point 12 degrees Celsius; altimeter 29.30 inches of mercury.

The Safety Board prepared a Meteorology Factual Report for this accident. The report stated the accident site was located south-southwest of a low-pressure system and a trough of low pressure, and between an occluded and secondary cold front. The surface analysis chart depicted a cyclonic wind circulation pattern into the low-pressure system. Winds reported just south of the accident site were from the southwest and the winds reported just north of the accident site were from the north.

The Meteorology Factual Report continued to state, "Station models immediately north and east of the accident site indicated IFR conditions with visibility 4 to 5 miles in rain with ceilings overcast at 500 feet agl [above ground level], with MVFR [marginal visual flight rules] conditions immediate south and west over northeastern Nebraska and central Iowa." The report also states that light to moderate rain showers were depicted in the vicinity of the accident site and the Freezing Level Chart implied a freezing level below 9,400 feet near the accident site. The radiative cloud top temperature near the accident site indicated the tops of the clouds were near 17,000 feet.

The airplane was operating within an area that was covered by AIRMET Tango update 2 which called for occasional moderate turbulence below 10,000 feet and AIRMET Zulu update 2 which advised of occasional moderate rime to mixed icing in clouds and in precipitation between the freezing level and 24,000 feet.

Witnesses reported rain in the area at the time of the accident. Witnesses also reported they did not see any visible ice on the airframe after the accident.

Wreckage and impact information

The accident site was located in a field between Interstate 29 and South Derby Lane. The wreckage came to rest 20 feet west of the Gunderson Fireworks building and 5 feet north of a storage trailer. There was no evidence that the airplane had contacted either of the structures. The airplane came to rest on a magnetic heading of 002 degrees on top of a pile of discarded wood and aluminum. A Sheriff's Deputy reported there was a strong odor of fuel in the area when he arrived just after the accident.

The entire airplane was present in one location. Ground scars indicated very little movement of the airplane once i