FTW00LA047

The pilot-in-command (PIC), who was in the right seat, observed that the windsock at the non-towered airport was 'approximately half erect, showing a west/southwest wind.' The PIC reported that he and the left-seat pilot, who were both commercial/flight instructor pilots, made a decision that the PIC would land the airplane. The PIC stated that 'we completed the before landing checklist.' The PIC reported that the airplane touched down on the centerline of runway 16, and a 'strong gust from the west took us off centerline and nearly made us wingover.' The PIC aborted the landing, applied full throttle, and retracted the gear and flaps. Subsequently, the stall warning horn sounded, the left wing struck a power line, and the airplane entered an uncontrolled descent to the left and impacted a carport, residential fences, and trees before coming to rest. The post-impact fire destroyed the airplane. The PIC reported 4 hours of flight time in the accident make and model of airplane. The wind was reported, by a witness/pilot, variable from the west/southwest and gusty. Airmet Tango was valid at the time of the accident for occasional moderate turbulence below 8,000 feet msl. There was no record that the pilots had requested an in-flight weather briefing during the cross-country flight. Both fuel selectors were found in the auxiliary fuel tank position. According to the airplane owner's manual and the checklist, auxiliary fuel tanks are to be used during level flight only. During the investigation, there were no mechanical discrepancies or anomalies found that would have contributed to the accident.

History of flight

On December 17, 1999, at 1600 central standard time (CST), a Beech BE-95A, multiengine airplane, N991Q, struck obstacles and terrain during an aborted landing at the Reagan County Airport, near Big Lake, Texas. The airplane, owned by a private individual, was operated under 14 Code of Federal Regulations Part 91. The two commercial pilots were seriously injured, and the post-impact fire destroyed the airplane. Visual meteorological conditions prevailed for the personal cross-country flight, and a flight plan was not filed. The flight originated from El Cajon, California, and was en route to Gulfport, Mississippi. Following a refueling stop, the flight departed Santa Teresa, New Mexico, at 1315.

The two pilots shared the responsibility for the preflight following the refueling at the Dona Ana County Airport, Santa Teresa, New Mexico. No anomalies were noted during the preflight, start-up, run-up, or subsequent flight to Big Lake, Texas. During the initial en route phase, checklist items were accomplished via a cockpit resource management (CRM) format, whereby, the pilot not flying (PNF) would call out the checklist items and the pilot flying (PF) would confirm completion of the checklist item. During the initial portion of the flight from Santa Teresa, the PF was the left-seat pilot, and the PNF was the right-seat pilot. En route the pilot responsibilities were switched and the right-seat pilot became the pilot-in-command (PIC) and assumed the PF responsibilities for the flight.

Approximately 20 miles from the Reagan County Airport, Big Lake, Texas, the PIC (right-seat pilot) cancelled the flight following services with Fort Worth Air Route Traffic Control Center (ARTCC). The PIC observed that the windsock at the airport was "approximately half erect, showing a west/southwest wind." Another airplane was on final for runway 16. The PIC reported that the two pilots discussed landing the airplane, and the decision was made that the PIC would land the airplane. The PIC further stated that "we completed the before landing checklist" and prepared for landing the airplane on runway 16.

The PIC reported that the airplane touched down on the centerline of runway 16, approximately 50 to 75 feet beyond the threshold, and after the nose wheel touched the runway, a "strong gust from the west took us off centerline and nearly made us wingover." The PIC aborted the landing and applied full throttle. The PIC retracted the gear and flaps. Subsequently, the airplane began to lose climb performance, the airspeed began to decrease, the control became mushy, and the stall warning horn sounded. The ailerons became "ineffective and the left wing was low causing us to continue turn." To avoid a building, the PIC pulled "up with the remaining airspeed." The airplane sank and struck a power line with the left wing, and the wires "ripped through the wing causing a massive explosion." The airplane "yawed to the left and we cart wheeled before impact with the ground."

A pilot witness, who had just landed his airplane at the airport, observed the accident airplane in the traffic pattern and reported that it appeared to be "too high upon turning base to final, and the crosswind caused the aircraft to overshoot the final course." The witness noted that the airplane's landing gear and flaps were extended. Subsequently, this witness observed the airplane yawing to the left of the runway in a "steep angle climb attitude" approximately 300-500 feet east of the runway. The landing gear and flaps were retracted and the pitch attitude was lowered; however, the airplane continued to yaw to the left. Near the power lines that paralleled the runway, approximately 700 yards east of the runway centerline, the airplane was observed to "pitch up slightly." The airplane struck the power lines and a pole. Following contact with the pole, the left wing was "engulfed in flames" as the airplane continued to descend.

Another witness observed the airplane at a "slow speed and not able to gain altitude over maybe 50 feet." This witness reported the wind was variable from the west/southwest and gusty.

Local authorities and the FAA inspector, who responded to the accident site, reported that the airplane impacted a carport, residential fences, and trees before coming to rest.

Personnel information

The FAA records reviewed by the NTSB investigator-in-charge (IIC) revealed that the PIC (right-seat pilot) was a commercial pilot with single and multiengine land, and instrument airplane ratings. The PIC obtained the multiengine land rating on March 25, 1999. On April 6, 1999, he obtained the multiengine flight instructor rating. Subsequently, he added the instrument rating to his flight instructor certificate.

On the NTSB Form 6120.1/2, the PIC reported that he had accumulated approximately 400 hours of flight time, which included 300 hours in multiengine airplanes. He reported 4 hours of flight time in the BE-95A airplane. He reported that he had given 200 hours of multiengine instruction; however, none of the instruction was in the BE-95A airplane. According to the NTSB Form 6120.1/2, the PIC held a first class medical certificate issued April 12, 1999, without limitations or waivers.

The FAA records reviewed by the NTSB IIC revealed that the PNF (left-seat pilot) was a commercial pilot with single and multiengine land, and instrument airplane ratings. The PNF obtained his multiengine rating and multiengine flight instructor rating in November 1999. He held a first class medical certificate issued November 12, 1999, without limitations or waivers.

On the NTSB Form 6120.1/2, the PNF reported 343.2 hours of total flight time, which included 175 hours in multiengine airplanes. He reported 30.1 hours of flight time in the BE-95A airplane.

Aircraft information

The aircraft (S/N TD-496) was manufactured in 1961, and was issued a FAA standard airworthiness certificate on November 3, 1961. On November 15, 1977, the hobbs meter was replaced (old meter reading 2,080.4 hours). The airplane was registered to the current owner in September 1999. The last recorded annual inspection, dated August 19, 1999, was performed at 2,535.6 hours (hobbs meter 455.6 hours) total aircraft time on August 17, 1999. At the time of this inspection, the left engine (Lycoming IO-360-B1A, serial number L-240-51) had accumulated 1,407.9 hours since the major overhaul in 1965. The right engine (Lycoming IO-360-B1A, serial number L-193-51) had 1,829.2 hours since the major overhaul in 1964.

The propellers (Hartzell HC92ZK-2B) were inspected at the last annual inspection with no discrepancies noted. At the time of this inspection, the propellers had accumulated 197.4 hours since the last propeller overhaul in February 1997.

In December 1997, the Bendix magnetos, serial numbers 769973, 769258, 789737, and 786988 were disassembled, cleaned, inspected, and repaired.

In March 1999, the Simmons fuel injector pump, part number 530002-3, serial number V18742, was overhauled, flow tested, and reinstalled on the left engine.

Meterological information

The National Weather Service (NWS) area forecast outlook for southwest Texas in the vicinity of Big Lake reported visual meteorological conditions. Airmet Tango was valid at the time of the accident for occasional moderate turbulence below 8,000 feet msl.

The NWS surface observation reporting stations along the cross-country route and in the quadrants surrounding the Big Lake Airport included Marfa (MRF), Guadalupe Pass (GDP), Fort Stockton (FST), Wink (INK), Odessa (ODO), Midland (MAF), and San Angelo (SJT). These stations reported the following: MRF at 1555, wind 280 at 25 knots; GDP at 1553 wind 210 at 20 knots gusting to 33 knots; FST at 1553, wind 300 at 15 knots gusting to 24 knots; INK at 1550, wind 300 at 17 knots gusting to 23 knots; ODO at 1553, wind 260 at 1