ERA09FA100

The pilot stated that on climbout, at approximately 300 feet above ground level, he noticed that the engine was producing only 1,700 to 1,800 rpm. At that point, he repositioned the fuel selector from the left to right tank, and then and looked for a place to land. The airplane subsequently entered an aerodynamic stall and crashed into a tree. A postcrash fire consumed a significant portion of the wreckage. Examination of the engine and airframe revealed no preimpact mechanical anomalies. In addition, the pilot had purchased fuel just prior to the accident takeoff.

HISTORY OF FLIGHT On December 21, 2008, about 1649 eastern standard time, a Beech C23, N2109W, lost engine power and collided with a tree near Linden Airport (LDJ), Linden, New Jersey. The airplane was owned and operated by a private individual as a personal flight. The airplane was substantially damaged and the pilot and passenger were seriously injured. The airplane was being operated under 14 Code of Federal Regulations (CFR) Part 91. Visual meteorological conditions prevailed and a visual flight rules flight plan was filed for the planned flight to Williamsburg, Virginia. The pilot stated that he arrived at the airport in the afternoon, removed the covers from the airplane, and taxied to the fixed base operator for fuel. After removing a small patch of ice from the wing, he went inside to check the weather and complete a weight and balance check before departing. He said that on climbout, at approximately 300 feet above ground level, he noticed that the engine was producing only 1,700 to 1,800 rpm. At that point, he repositioned the fuel selector from the left to right tank, and then looked for a place to land. Shortly thereafter, he heard the stall warning horn, and attempted to lower the nose to prevent the airplane from stalling. The airplane subsequently stalled and crashed into a tree. He then exited the airplane, extricated his passenger from the airplane, and called 911. PERSONNEL INFORMATION The pilot, age 33, held a commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. His certificate was issued on April 21, 2008. He also held a second-class medical certificate, issued on February 27, 2008. AIRCRAFT INFORMATION The airplane was manufactured in 1972 as a four-seat, low-wing airplane with fixed tricycle landing gear, and powered by a Lycoming O-360-A4G, 180-horsepower engine. The aircraft logbooks were not recovered and presumed consumed in the postcrash fire. The pilot reported on the National Transportation Safety Board Form 6120.1 that the last annual was completed on June 1, 2008. METEOROLOGICAL INFORMATION The LDJ 1725 weather observation reported: winds 270 degrees at 8 knots, visibility 10 statute miles, temperature 1 degrees Celsius (C), dew point -4 degrees C, and altimeter setting of 29.55 inches of mercury. WRECKAGE AND IMPACT INFORMATION Examination of the airplane revealed that it came to rest 800 feet off of the departure end of runway 27. The airplane was facing a heading of 090 degrees magnetic. The cockpit section, instrument panel, and instruments were totally consumed by postcrash fire. Examination of the wings revealed that all flight control surfaces necessary for flight were located at the accident site. Flight control cable continuity was established to all flight controls. The propeller flange was impact damaged and separated from the crankshaft. The propeller was still connected to the flange and the propeller blades displayed chord wisebending. One blade exhibited S bending, and was bent aft. Examination of the engine by a Safety Board investigator, Federal Aviation Administration inspector, and a Lycoming representative revealed that it exhibited extreme external heat damage to all of its components. The engine was rotated by turning the crankshaft flange, and continuity of the crankshaft to the rear gears and to the valve train was confirmed. Suction and compression were observed from all four cylinders. Inspection of the cylinders with a lighted borescope revealed no anomalies. After examination of the engine, no indication of preimpact damage to, or failure, of the engine was observed.