ERA24FA206

Shortly after takeoff on a cross-country flight in day visual meteorological conditions, the pilot initiated a sharp turn to the left with the landing gear extended and the flaps retracted. The turn appeared roughly consistent with an attempt to return to the airport; however, no distress calls were noted and the airport did not record the common traffic advisory frequency. The airplane reached a maximum altitude of 300 feet above the ground and a maximum calibrated airspeed of 90 kts. The airplane turned at more than twice the standard rate, reaching a calculated bank angle of 44° left wing low before it appeared to enter an accelerated aerodynamic stall. Sound spectrum analysis of surveillance video revealed the propeller was running at near maximum rpm at impact. The airplane impacted the ground in a residential neighborhood, was destroyed in a postaccident fire. A postaccident examination of the airframe and engine revealed no evidence of a preexisting malfunction or failure. The reason for the pilot’s apparent return to the airport after departure could not be determined.

On May 2, 2024, at 0713 eastern daylight time, a Raytheon Aircraft Company A36 airplane, N629BE, was destroyed when it was involved in an accident in Augusta, Georgia. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to an aircraft performance study using ADS-B data, the flight departed runway 5 at Daniel Field Airport (DNL), Augusta, Georgia, at 0712:44, destined for Tweed/New Haven Airport (HVN), New Haven, Connecticut. After liftoff, the airplane proceeded on the runway heading and climbed at 500 ft/minute at a calibrated airspeed (CAS) of 80-90 knots until 0713:17, when the CAS began to decrease from 90 knots and the airplane began a roll to the left. The ground track changed at 7.4°/second, which was more than twice a normal-rate turn (3°/second). At 0713:28, the airplane reached a maximum altitude of 725 ft mean sea level (msl), or 300 ft above ground level. The roll angle reached 44° left wing down at 0713:29. At 0713:36, the calculated lift coefficient reached a maximum. At 0713:38, there was a sharp drop in altitude and a slight increase in speed. The airplane crashed in a residential area about 1/2 mile north of the departure end of runway 5 (figure 1). A postaccident fire ensued and consumed a majority of the airframe. Figure 1. Overall view of the flight path with selected points annotated with time (EDT, hh:mm:ss), MSL altitude in ft, and calibrated airspeed in kt. The crash site is indicated with a red symbol. No calls of distress from the pilot were noted. The airport used a common traffic advisory frequency that was not recorded. Several local residents provided home surveillance video to investigators. Although the airplane could not be seen within the fields of view of the cameras, the engine could be heard running at high rpm until the sounds of tree and ground impact were heard. A sound spectrum analysis revealed that the engine was operating near 2,700 rpm, which was the rated maximum rpm at full throttle. Witnesses reported that the airplane was flying very low, and the engine noise was very loud. One witness stated that the engine was not sputtering and he did not observe any smoke or flames coming from the airplane in flight. Another witness stated that he did not observe any smoke coming from the airplane. According to the Office of the Medical Examiner, Georgia Bureau of Investigation’s autopsy report, the cause of death of the pilot was inhalation of superheated products of combustion, and the manner of death was accident. Postmortem toxicological testing by the FAA Forensic Sciences laboratory detected acetaminophen and naproxen in both heart blood and urine, and azacyclonol in urine. Azacyclonol is a metabolite of fexofenadine, an over-the-counter antihistamine commonly marketed as Allegra that is not generally considered impairing. The pilot’s logbook was not recovered. He reported 810 hours total flight experience on hislatest Federal Aviation Administration third class medical certificate application, dated March 23, 2023. The airplane initially collided with the top of a large oak tree, severing the outboard half of the left wing. The outboard wing section remained lodged in the tree, about 60 ft above the ground. All structural components of the airframe, engine, and propeller were accounted for at the accident site. The main wreckage came to rest upright on a residential lot, against some ornamental trees and shrubs. The forward fuselage and cockpit were consumed in a postaccident fire. The fuselage exhibited extreme thermal damage and most cockpit instruments and controls were destroyed. The magnetic heading from the initial tree strike to the main wreckage was 240°, and the fuselage was found oriented on a heading of 265°. The entire wreckage path was about 150 ft long and about 55 ft wide. The descent angle from the initial tree strike to the first point of ground impact was about 31°. All flight control surfaces were observed. Flight control cable continuity was partially established from all control surfaces to the cockpit with multiple overload separations. The flaps were found in the retracted position. The vertical stabilizer and rudder remained attached to the airframe and displayed minor heat damage. The left horizontal stabilizer and elevator remained attached to the airframe and displayed minor impact damage and heat signatures. The right horizontal stabilizer and elevator were separated from impact forces, were fragmented, and displayed heat signatures. The left wing separated outboard of the wheel well and was found lodged around tree branches approximately 60 ft above the ground. This wing section was removed from the tree by local fire department personnel. The left aileron remained in place on the separated section of the wing; it was bent and buckled. The outboard half of the left-wing flap remained on the separated section of wing. The inboard section of the left wing remained attached to the fuselage; it exhibited thermal and impact damage. The right wing remained attached to the fuselage. The right aileron and flap also remained partially attached to the wing. The inboard half of the right wing exhibited extensive postaccident fire damage. The outboard half exhibited light fire damage. The landing gear selector and actuators were found in the extended (down) positions. The nose gear separated from the airframe during the impact sequence and was found in a yard about 50 ft southeast of the main wreckage. The right main gear separated from the airframe during the impact sequence and was found in the same yard, about 17 ft northeast of the main wreckage. The left main gear was found extended with the left wing in the main wreckage. The cockpit was consumed by postaccident fire. A Garmin G5 electronic flight instrument was installed. A fire-damaged SD card was removed from the unit and sent to the NTSB Vehicle Recorders Laboratory forexamination and possible data recovery. Extensive damage to the card prevented recovery of any data. The fuel tank selector handle was found in the right tank position; the corresponding fuel selector valve was also found in the right tank position. All four fuel caps were observed locked and secured. Approximately 12 gallons of blue-colored fuel were recovered from the right tip tank and right main tank. The left tip tank separated during impact and was thermally damaged; it was compromised and contained no fuel. The engine remained partially attached to the airframe by wires and cables. The top spark plugs were removed for examination; all electrodes were normal in color and wear when compared to a Champion Check-a-Plug chart. The engine’s crankshaft was rotated by hand and continuity was confirmed from the fractured forward crankshaft to the rear accessory drives. Compression and suction were observed on all cylinders and valve action was verified. All cylinders were borescoped, and no abnormal observations were noted. The turbocharger spun freely when rotated by hand. Both magnetos were removed and rotated by hand; sparks were observed on all leads of the left magneto and all but two leads of the right magneto. The magnetos were sent to the engine manufacturer’s facility for additional examination. After installation on a test stand, both magnetos operated normally. Residual fuel was present at the fuel divider. All fuel injectors were free of debris. The engine-driven fuel pump driveshaft was intact. The engine oil filter was opened and the paper element unfolded; it was free of particulates and metallic debris. The three-blade, adjustable pitch propeller separated from the engine during impact. All blades had extensive gouging damage, tearing, twisting, bending deformations, and fractured blade tips. Multiple angular tree cuts were observed along the wreckage path.