# NTSB FTW97LA200: Beech BE-56TC, N7890R, Spring, TX, May 23, 1997 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: May 23, 1997, 08:58 local (13:58 UTC) - Place: Spring, TX - Coordinates: 29.649961, -95.549423 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=29.6500&lon=-95.5494&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report June 9, 1999 - Report: Approved by Office Director - NTSB case key (mKey): 20226 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW97LA200 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/20226/pdf - Page: https://openairdocs.org/ntsb/FTW97LA200 ## Probable cause The pilot's failure to perform an adequate preflight (did not remove pitot tube protective covering prior to flight) which resulted in an inaccurate cockpit airspeed indication during takeoff roll and subsequent emergency landing. Factors were, the pilot's diverted attention while performing his preflight (loose animal on the ramp), the pilot's failure to abort the takeoff after noticing an airspeed anomaly during takeoff roll, and the low ceiling (100 feet overcast) the pilot encountered after lift off and while returning to land. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Dragged wing,rotor,pod,float or tail/skid, maneuvering - turn to landing area (emergency) - aircraft preflight - inadequate, pilot in command (cause) - diverted attention, pilot in command (contributing factor) - aircraft protective covering - not removed, pilot in command (contributing factor) - pitot/static system - blocked(partial) - airspeed indicator - inaccurate - aborted takeoff - not performed, pilot in command (contributing factor) - weather condition - low ceiling (contributing factor) ## Analysis Immediately after takeoff, the pilot informed the control tower that he was going to return to land. While landing, the left wing of the airplane struck the runway. He stated that a loose dog distracted him during the preflight as he had to close a hangar door to prevent the dog from entering. During takeoff roll, the engine instruments appeared normal, except for the airspeed indicator, which indicated 'sixty' knots. He continued down the 7,000 foot runway, and lifted off with the airspeed indicator still indicating about 'sixty'. After lift off, the pilot knew something was wrong and told the tower he was going to make a right turn to downwind and return for landing. After landing, the pilot noticed that the left wing and left propeller were damaged and that the pitot tube cover was still installed on the pitot tube. The estimated takeoff weight of the aircraft was about 5,100 pounds. The manufacturer's published airspeed for lift off at 5,500 pounds gross weight is 89 knots. The measured cloud cover (ceiling) at the time of the accident was 100 feet overcast with 1 mile visibility ## Factual narrative On May 23, 1997, at 0858 central daylight time, a Beech BE-56TC airplane, N7890R, owned and operated by Aerostar L.L.P., of Spring, Texas, and operated by the pilot, was substantially damaged while executing a precautionary landing at David Wayne Hooks Memorial Airport, near Spring, Texas. The instrument rated commercial pilot, sole occupant, was not injured. Instrument meteorological conditions prevailed and an IFR flight plan was filed for the Title 14 CFR Part 91 personal cross country flight. The flight originated from the aforementioned airport 2 minutes prior to the accident. After departing runway 35L, the pilot informed the tower that he was going to return to land. While landing, the left wing of the airplane contacted the runway. The pilot regained control of the airplane after the wing struck the runway surface, bringing the aircraft to a full stop on the runway. The outboard 3 feet of the left wing sustained structural damage and the trailing edge of the left aileron and left propeller blades were damaged. In a interview with a FAA inspector, the pilot reported that on the previous evening he went to the airport to perform a preflight and have the airplane fueled for the trip departing early the next morning. He stated that prior to leaving the airport that evening, he performed a preflight in accordance with the checklist provided by the aircraft manufacturer. He further stated the aircraft was left in a hangar overnight with the pitot tube cover installed on the pitot tube. The pilot stated that, on the morning of the accident, he removed the airplane from the hangar, performed another preflight, obtained a weather briefing, and filed a flight plan. He reported that the preflight he performed that morning was not as thorough as the preflight he performed on the previous evening. The pilot further reported that, during the preflight a loose dog distracted him. He stated that he interrupted the preflight to close the hangar door to prevent the dog from entering the hangar, and then completed the preflight. After completing preflight preparations the pilot started the engines, taxied to runway 35L, was cleared for takeoff, and began his takeoff roll. During the takeoff roll, he checked the engine instruments and they appeared normal. The pilot stated that, during the takeoff roll, he interpreted the airspeed indicator to read about "sixty". He continued down the runway, and lifted off with the airspeed indicator still indicating about "sixty". After lift off, the pilot knew something was wrong and told the tower he was going to make a right turn to downwind and return for landing. He left the landing gear in the extended position for the return to the airport. The pilot stated that, with the takeoff power setting that he had applied, he perceived his speed to be 130 knots. He further reported that his turns in the traffic pattern were made using 45 degrees angle of bank to avoid a stall, and he kept the runway in sight at all times. He did not notice the damage to the wing until after taxiing back to the hanger. He further stated that it was not until after exiting the airplane, he saw the damaged propeller and wing, and that the pitot tube cover was still installed on the pitot tube. The cloud cover at the time of the accident was measured at 100 overcast. The reported visibility was 1 mile and "BR"(mist). According to the manufacturer's published FAA approved Pilot's Operating Handbook, the following airspeeds for lift off are recommended for safe operation: A/C WEIGHT AIRSPEED 5,990 lbs. 92 Knots 5,500 lbs. 89 Knots 5,000 lbs. 87 Knots 4,500 lbs 85 Knots The actual takeoff weight of N7890R was not reported to this agency. However, according to manufacturer's records for this aircraft (serial number TG-76), the airplane's basic empty weight when manufactured in 1969 was 3,926 pounds. The total fuel capacity for this model is 207 gallons, or approximately 1,212 pounds. Using this information, the takeoff weight at the time of the accident would have been about 5,100 pounds, plus or minus pilot and baggage weight. ## Aircraft - Registration: [N7890R](https://openairdocs.org/aircraft/N7890R), registered now, S/N TG-76, built 1969 (OpenAirDocs) - Reported make and model: Beech BE-56TC - Registry model: [Beech 56TC](https://openairdocs.org/model/beech-56tc) (registry code 1152736) (OpenAirDocs) - Registry engine: [Lycoming TI0-541 series](https://openairdocs.org/engine/lycoming-ti0-541-series) (registry code 41536, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: TG-76 - Airframe hours: 5068 - Engines: Lycoming TIO-541-E1B4 380 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Howard Boyle - Registered owner: Aerostar L.L.P. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 15, 1996, 100 hours before - Departed: DWH - Destination: BNA, NASHVILLE, TN - Flight plan: IFR - Airport: DWH, David Wayne Hooks, runway 35L, 7,000 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 40; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 583 total, 85 in this make and model, 7 in the last 90 days, 5 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Day - Wind: 40° at 5 knots - Visibility: 1 statute miles - Lowest ceiling: 100 ft overcast - Temperature: 72 °F, dew point 70 °F - Altimeter: 30.00 inHg - Observed at: DWH ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19970523011899A](https://openairdocs.org/incident/19970523011899A), May 23, 1997: Beech 56TC, Houston, TX, Substantial damage. Departed IFR. Requested return. Broke out angle to runway. Dragged wing landing. Pitot cover still on.m (-23) pilot departed runway 35L at dwh airport into IFR… ## Other investigations on N7890R (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB MKC70DDM17](https://openairdocs.org/ntsb/MKC70DDM17), Apr 4, 1970: Beech 56TC (N7890R), Rochester, MN, substantial damage From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.