FTW99FA262

The pilot reported to ATC that 'he wanted to come down to the nearest airport due to an cylinder overheating problem.' The pilot was vectored to an airport with a 3,000 foot runway. A witness observed the airplane 'high and fast' as it entered the pattern. Witnesses observed the airplane flying over runway 31 with the landing gear extended, at 15 to 35 feet agl. Witnesses reported the airplane assumed a nose high attitude as 'if the airplane was attempting to climb,' and subsequently, they heard the sound of the engine increase. One of the witnesses reported 'the engine sounded as if it was flooded or bogged down.' The pilot lost control of the airplane as he attempted to clear trees at the departure end of the runway. The gear was found in the 'in-transit' position with the wing flaps fully extended. Examination of the engine revealed a hole eroded through the side of the piston for the #2 cylinder. Both spark plugs for the #2 cylinder were found filled with aluminum debris around their electrodes. Examination of the propeller indicated that it was being operated with low power at the time of impact.

History of flight

On September 19, 1999, at 1258 central daylight time, a Beech A36TC single-engine airplane, N206WJ, collided with trees and terrain following a loss of control while attempting a go-around at the Franklinton Airport, near Franklinton, Louisiana. Impact forces and fire destroyed the airplane. The instrument rated private pilot and his 3 passengers were fatally injured. The airplane was registered to and operated by the pilot. Visual meteorological conditions prevailed for the 14 Code of Federal Regulations Part 91 personal flight for which a weather briefing was received and an IFR flight plan was filed. The intended 263-nautical mile flight originated from the Baton Rouge Metropolitan Airport (BTR) at approximately 1234, with the Dannelly Field Airport (MGM), near Montgomery, Alabama, as the intended destination.

According to information provided by Air Traffic Control (ATC), the airplane was in cruise flight, at an assigned altitude of 11,000 feet msl, on transponder code 2743, cleared on a direct flight to the Dannelly Field Airport, near Montgomery, Alabama, when the pilot reported to Houston Center that "he wanted to come down to the nearest airport due to a cylinder overheating problem." The controller provided radar vectors to navigate to the Franklinton Airport (2R7), located 56 nautical miles east of BTR, which was the nearest available airport at the time the pilot made the request. The pilot was initially cleared to descent to 4,000 feet, and was later cleared down to 3,000 feet. At the time the pilot acknowledged the descent to 3,000 feet, he added, "the engine was cooling off, just got a little rough."

The controller asked the pilot if he was declaring an emergency to which the pilot replied "I believe we are OK at this time." The controller also asked the pilot "if he wanted to go to a longer airport." The pilot did not reply. Radar services were terminated after the pilot cancelled IFR when over the airport.

A witness at the golf course adjacent to the airport reported that the airplane "was high and fast" as it entered the landing pattern for runway 31. Several other witnesses at the golf course observed the airplane flying over runway 31 with the landing gear extended, at a steady altitude estimated between 15 to 35 feet above the runway. Witnesses reported that as the airplane neared the departure end of the runway, the airplane assumed a nose high attitude as "if the airplane was attempting to climb," and subsequently, they heard the sound of the engine increase. One of the witnesses stated, "the engine sounded as if it was flooded or bogged down."

The airplane continued straight ahead in a pronounced nose-high attitude. The airplane was observed clearing a row of smaller trees and power lines beyond the airport perimeter, and crossing the road perpendicular to the departure end of the runway. A witness stated that prior to impacting the taller trees, the wings of the airplane appeared to be "rocking or dipping from side to side." The airplane collided with the tops of 50 to 60-foot high trees and subsequently impacted the ground in a left wing low attitude, coming to rest on its left side, approximately 1,384 feet from the departure end of runway 31.

Personnel information

The 36-year old pilot, who occupied the left front seat of the airplane, started flying on August 28, 1995. He earned his private pilot certificate with a single-engine land airplane rating on August 16, 1996. He received his multiengine rating on October 22, 1996. His most recent FAA medical certificate (Class II) was issued on September 2, 1999, without any waivers or limitations. On the pilot's insurance application form, the pilot reported having accumulated a total of 450 hours, with a total of 150 hours in the accident airplane, and 265 hours of experience in airplanes with a retractable landing gear. His last biennial flight review (BFR) was completed January 20, 1999, in the same make and model airplane.

The person who occupied the right front seat was the pilot's friend. She was not a pilot and had never received any flight training. The passengers in the rear seats were the pilot's brother and his wife.

The occupants of the airplane attended a football game at Baton Rouge, Louisiana, between Louisiana State University (LSU) and Auburn University on the previous afternoon. The purpose of the flight was to return home to Montgomery, Alabama.

Aircraft information

The FAA issued the airplane's airworthiness certificate on August 14, 1981. The aircraft's original owner operated the airplane in Germany, where it was assigned German registration D-EFVN. According to FAA records, the airplane was registered to the present owner on January 23, 1998.

The most recent annual inspection was completed on January 22, 1999. The airplane was estimated to have accumulated 149 hours since the last annual inspection. Based on data derived from aircraft maintenance work orders provided by representatives of the family, the airplane was estimated to have accumulated a total of 4,766 hours. The engine, a 300-horsepower Continental TSIO-520-UB, serial number 248936-R, was remanufactured on May 25, 1990, at Mobile, Alabama. According to data provided by the engine manufacturer, the engine was shipped to Limess Aviation in Switzerland, on May 31, 1990.

The 1981-model airplane, which was modified by the installation of wing tip fuel tanks (20 gallons each), was last serviced with 35 gallons of 100LL aviation fuel by Louisiana Aircraft, Inc., of Baton Rouge, Louisiana, at 1148 on the morning of the accident. The airplane was estimated to have 76 gallons of 100LL aviation fuel on board at the time of the accident. The fixed base operator (FBO) added that the pilot purchased a quart of engine oil at 1235. The engine oil cap was found secured on the engine at the accident site.

A family member reported that the airplane had experienced electrical problems on a recent trip to Florida. The aircraft records reflected that the alternator and alternator coupler were replaced by an FBO in West Palm Beach, Florida. No deficiencies were found with the recently installed system. The airplane was equipped with an auxiliary generator, which was installed on a pad to the right of the vacuum pump.

The 6-place airplane was equipped with a total of 4 seats at the time of the accident. The remains of the baggage located in the rear of the airplane were estimated by the Investigator-in-charge (IIC) to amount to 50 pounds. An estimate of the weight of the airplane at the time of the accident placed the airplane within its weight and balance limits.

According to a family member, the pilot always kept the aircraft records in his flight bag, along with navigation charts and approach plates. Several burned-out pages, resembling pages from an aircraft or engine logbook, were found in the wreckage.

Aerodrone information

The Franklinton Municipal Airport (2R7) is a public airport located approximately 3-statue miles southeast of the City of Franklinton, in Washington Parish, Louisiana. The airport is owned and operated by the City of Franklinton. The airport, which is unattended and does not have fuel available, features a single 3,000-foot long, by 75-foot wide asphalt runway.

The airport's visual slope indicators (VASI) for both runways were reported as out of service indefinitely. The airport's published common traffic advisory frequency (CTAF) did not have recording capabilities. The airport was last inspected by aeronautical personnel from the State of Louisiana on 22 January, 1999. The airport has trees at the approach ends of both runways (13 and 31). The airport was not equipped with rescue and fire fighting equipment. The golf course for the Franklinton Country Club borders the northwest perimeter of the airport.

Wreckage and imp