DFW05FA170

A 4,000-hour multi-engine private pilot lost control of the airplane while performing a go-around maneuver. The airplane subsequently pitched up, stalled and impacted a corn field in a nose low attitude where a post-impact fire ensued. Communications data and radar data compatible with the Radar Audio Playback Terminal Operations Recording (RAPTOR) program was used to plot the airplane's flight path on a topographical map. The plots appeared to indicate the airplane was on final, left of the extended runway 36 centerline. Detailed post-accident examinations of the airframe, engines and propellers were conducted and no anomalies were noted.

History of flight

On June 23, 2005, approximately 1900 central daylight time, a twin-engine turbo-prop Beech E90 airplane, N62BL, registered to and operated by a private individual, was destroyed following a loss of control while attempting a go-around at the False River Regional Airport (HZR), near New Roads, Louisiana. The instrument rated private pilot and four passengers sustained fatal injuries. Visual meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The 310-nautical mile cross-country flight originated from the Jonesboro Municipal Airport (JBR), near Jonesboro, Arkansas, approximately 1700 and was destined for HZR.

Three witnesses in the vicinity of the accident site, who either heard or observed the airplane prior to impact, where interviewed by or provided, written statements to the NTSB investigator-in-charge. Summaries of their statements are listed below:

The first witness was traveling eastbound along State Highway 1, which runs perpendicular to and approximately 2,000 feet south of the approach end of Runway 36 at HZR. The witness reported observing an airplane flying over the highway towards the airport. The airplane "caught his eye" because the "airplane was coming in very fast." The witness slowed his vehicle to see if the airplane had landed successfully, when he "saw the airplane come up again, turning to the left." The witness reported the airplane was at about midfield, "real low", and the wings were "straight up and down." The airplane subsequently, "fell straight into the ground and exploded on impact."

The second witness, an airline transport rated pilot, was located approximately 2 1/2 miles southeast of the airport when he observed the airplane on final approach to Runway 36 at HZR. The witness stated that, "the airplane appeared to be in a normal position and configuration to land on the north runway." The witness further reported there was nothing unusual about the airplane, and both engines "appeared to be running."

The third witness was sitting on his front porch approximately 1,230 yards east of the airport, when he heard the airplane approaching the runway. The witness reported that he heard the "motor cutting out", and it appeared that the "[air]plane hit the runway and got back in the air." The witness further reported that the airplane veered to the left over a hangar, the airplanes wings became perpendicular to the hangar, and subsequently rolled inverted. He then observed the airplane in a nose down attitude where it then "exploded" on impact.

Atc/radar information

Communications data and radar data compatible with the Radar Audio Playback Terminal Operations Recording (RAPTOR) program was obtained from the Baton Rouge Radar East Approach Control near Baton Rouge, Louisiana.

The radar targets attributable to N62BL were identified by a transponder code of 1532. Targets began at 23:43:42 and ended at 23:59:03 Coordinated Universal Time (UTC). The distance covered was approximately 35 nautical miles. Initial radar data indicated N62BL had tracked a southerly course at 11,000 feet mean sea level (msl) and remained at that altitude until 23:45:48 when the pilot was cleared by ATC to descend and maintain 3,000 feet msl. At 23:50:45 the pilot was then cleared to descend and maintain 1,600 feet msl. At 23:54:44 the pilot reported he was turning to a heading of 140 degrees; the controller responded by stating that the airport would be at the pilot's "12 o'clock, 6 miles." The pilot then stated he had the airport in sight and canceled his IFR flight plan. The controller then responded by stating, "radar service terminated, squawk VFR, change to advisory frequency approved." The pilot acknowledged the clearance and no further communications were recorded.

At 23:55:02, approximately 6 nautical miles from HZR, the transponder code for N62BL changed from 1532 to 1200 (VFR squawk code). The following is an excerpt of the radar data plots for the pilot's turn from base to final on the approach sequence to HZR. Utilizing the data points, when plotted on a topographical map; the aircraft appeared to be on final, left of the extended runway 36 centerline.

Time (UTC) ALT (msl) Heading Knots LAT LON

23:58:21 722 061 136 N 30:41.10.77 w 91:29.19.12

23:58:25 516 042 135 N 30:41.20.12 w 91:29.12.99

23:58:30 531 013 151 N 30:41.33.21 w 91:21.10.14

23:58:35 448 020 143 N 30:41.36.51 w 91:29.02.97

23:58:40 346 016 142 N 30:41.50.75 w 91:28.58.66

23:58:44 304 005 135 N 30:41.53.89 w 91:29.01.97

23:58:49 292 359 129 N 30:42.04.62 w 91:28.59.96

23:58:54 247 354 122 N 30:42.10.67 w 91:29.01.00

23:58:58 254 354 114 N 30:42.19.66 w 91:29.00.49

23:59:03 263 354 107 N 30:42.25.65 w 91:29.00.14

Using a hand held Global Positioning System (GPS) unit, the accident site coordinates were 30 degrees 43.01 minutes north latitude and 091 degrees 29.00 minutes west longitude, at an elevation of 49 feet mean sea level (msl). The coordinates for the runway 36 centerline touchdown zone is 30 degrees 42.43 minutes north latitude and 091 degrees 28.45 minutes west longitude. The coordinates for runway 36 centerline abeam the accident site is 30 degrees 43.01 minutes north latitude and 091 degrees 29.00 west longitude.

Personnel information

The pilot held a valid FAA private pilot certificate with airplane single-engine land (ASEL), airplane multi-engine land (AMEL), and instrument airplane ratings. His most recent third-class medical certificate was issued on March 11, 2004, with a restriction to wear corrective lenses for near and distant vision. The pilot reported 4,000 hours total flight time on his last medical certificate application, dated March 11, 2004.

According to available records, dated December 1, 2004, the pilot had 2,993 total hours flown in multi-engine airplanes, of which 1,790 hours were flown in the accident airplane. Persons familiar with the pilot reported that he regularly flew into False River Regional Airport, and that he had owned the accident airplane for at least 12 years. According to records, the pilot's last biennial flight review was completed in April 2004.

Records showed that the pilot had completed FAA approved recurrent ground/flight training courses to serve as pilot-in-command in King Air E90 series aircraft on March 18, 2002, March 19, 2003, and April 12, 2004 respectively. All of the competency training courses were accomplished at M&M Aviation Services, near North Little Rock, Arkansas.

According to information provided by the initial emergency responders, the pilot's body was found adjacent to the left front area of the cockpit within the wreckage.

Note: According to records provided by the FAA, there was another rated airman on-board the airplane at the time of the accident. The airman held a valid private pilot certificate with ASEL, AMEL, and instrument airplane ratings, and a current medical certificate. Additionally, he previously owned a King Air. According to information provided by the initial emergency responders, this airman was found in the vicinity of the right front cockpit area within the wreckage. A person who was located at Jonesboro witnessed the pilot occupy the left cockpit seat and the other rated pilot occupy the right cockpit seat prior to departure.

Conclusive evidence of which airman was in-control of the airplane during the approach or at the time of the accident could not be determined.

Forensic examination of the accident pilot was conducted by the Earl K. Long Medical Center, Department of Pathology near Baton Rouge, Louisiana.

Toxicological Testing was conducted by the FAA Toxicology Accident Research Laboratory, near Oklahoma City, Oklahoma.

Aircraft information

The pilot acquired th