# NTSB LAX97LA230: Beech 95-B55, N2031W, Beaumont, CA, July 3, 1997 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: July 2, 1997, 19:50 local (Jul 3, 1997, 02:50 UTC) - Place: Beaumont, CA - Coordinates: 33.939968, -116.969619 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=33.9400&lon=-116.9696&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report December 31, 1998 - Report: Approved by Office Director - NTSB case key (mKey): 29826 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX97LA230 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/29826/pdf - Page: https://openairdocs.org/ntsb/LAX97LA230 ## Probable cause the pilot's inadvertent movement of the propeller controls, instead of the throttle levers, which resulted in an inadvertent dual engine shutdown. Factors relating to the accident were: the pilot's failure to properly secure the door during preflight, and his lack of recent experience in this make and model of airplane combined with habit interference. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Miscellaneous/other, takeoff - door - not secured (contributing factor) - aircraft preflight - inadequate, pilot in command (contributing factor) - door - open (contributing factor) - Loss of engine power(total) - nonmechanical, cruise - 2 engines - throttle/power control - not identified, pilot in command - propeller feathering - inadvertent activation, pilot in command (cause) - engine shutdown - inadvertent, pilot in command (cause) - habit interference, pilot in command (contributing factor) - lack of recent experience in type of aircraft, pilot in command (contributing factor) - Forced landing, emergency descent/landing - Wheels up landing, emergency landing ## Analysis During takeoff, the pilot heard wind noise coming from the cabin door, but decided to continue the flight. After leveling off, however, the cabin door suddenly popped open. The pilot tried unsuccessfully to close the door, then failing that, tried to reduce his airspeed by retarding the throttles. Without looking, he inadvertently retarded the prop levers that were on the left side of the quadrant. Since the levers also served as feather switches when in the retarded position, both props went into full feather. The pilot attempted to bring both props out of feather, but because the aircraft was not equipped with unfeathering accumulators, he was unable. He finally restarted the left engine, but it did not immediately develop enough power to allow him to arrest his descent and maintain safe single engine airspeed. With only a few hundred feet of altitude remaining, he decided to make an emergency landing. The pilot reported that he regularly flew aircraft, which had throttles located on the left side of the quadrant. He also stated that he had not flown a 95-B55 in nearly 10 months, and then had only flown it 8 hours during the previous 12 months. ## Factual narrative On July 2, 1997, at 1950 hours Pacific daylight time, a Beech 95-B55, N2031W, en route to Palm Springs, California, made an emergency landing after a door came open in flight. The aircraft sustained substantial damage, and the pilot, the sole occupant, received minor injuries. The aircraft was being operated as a personal flight by Military Aircraft Restoration Corporation when the accident occurred. The flight originated in Chino, California, at 1930. Visual meteorological conditions prevailed at the time and no flight plan was filed. The pilot reported that he had taken off from the Chino airport after deplaning a passenger. During takeoff he heard wind noise coming from the right cabin door. He said thought the door would remain locked and so elected to continue the flight rather than returning to Chino to re-secure the door. The pilot had leveled off at 5,000 feet msl, when the right cabin door suddenly popped open. From his position in the left seat, he grabbed the door handle with his right hand and unsuccessfully attempted to close the door. After unsuccessfully attempting to close the door, he tried to reduce his airspeed by retarding the throttles. Without looking at the control quadrant, he reached and brought back the prop levers that are located on the left side of the quadrant. Since the levers also serve as feather switches when they are in the full decrease position, both props went into full feather. The pilot realized his mistake and attempted to bring both props out of feather, but was unable because the aircraft was not equipped with unfeathering accumulators. The pilot first attempted to restart the left engine and then the right; however, he was unsuccessful in both attempts. Next, he tried restarting the left engine again. During this try the engine started but it sputtered and, in his opinion, was not developing enough power to allow him to arrest his descent and maintain safe single engine airspeed. At this point, the aircraft had descended to about 200 feet agl and was continuing to lose altitude. Rather than waiting to see if the engine power would increase, the pilot decided to make an emergency landing. He retarded the throttles, turned off the battery switch, and landed gear-up in an open field. A postaccident inspection of the aircraft by FAA airworthiness inspectors revealed damage to both nacelles, props, and wings, as well as the belly and empennage. The pilot reported that he regularly flies a number of multiengine aircraft in which the throttles are located on the left side of the quadrant. In the circumstances that preceded the accident he said he reacted instinctively, but erroneously, when he feathered the props. He also stated that he had not flown a 95-B55 since September 22, 1996, and then had completed only three flights, for a total of 8 hours, during the previous 12 months. ## Aircraft - Registration: [N2031W](https://openairdocs.org/deregistered/N2031W-2017-02-22), registration cancelled 2017-02-22, S/N TC-2183, built 1978 (OpenAirDocs) - Reported make and model: Beech 95-B55 - Registry model: [Beech 95-B55 (T42A)](https://openairdocs.org/model/beech-95-b55-t42a) (registry code 1152706) (OpenAirDocs) - Registry engine: [Continental I0-470 series](https://openairdocs.org/engine/continental-i0-470-series) (registry code 17027, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: TC-2183 - Airframe hours: 1610 - Engines: Continental IO-470-L 260 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: David Compton Tallichet - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 16, 1996, 3 hours before - Departed: CNO, CHINO, CA - Destination: PSP, PALM SPRINGS, CA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 74; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 4,400 total, 1,096 in this make and model, 3,900 as pilot in command, 23 in the last 90 days, 23 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 280° at 4 knots - Visibility: 15 statute miles - Lowest ceiling: none - Temperature: 81 °F - Altimeter: 29.00 inHg - Observed at: RIV, 16 nm away ## 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 19970702016689A](https://openairdocs.org/incident/19970702016689A), Jul 2, 1997: Beech 95B55, Beaumont, CA, Substantial damage. Door came open inflight. Throttled back into feather by mistake. Landed gear up in field. Could fly with door open. 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.