# NTSB MIA03LA069: Beech A45, N34MR, Merritt Island, FL, February 21, 2003 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: February 21, 2003, 14:30 local (19:30 UTC) - Place: Merritt Island, FL - Coordinates: 28.347221, -80.686943 - Nearby events: https://openairdocs.org/map.md?lat=28.3472&lon=-80.6869&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report April 28, 2004 - Report: Approved by Office Director - Parties: FAA Flight Standards District Office - NTSB case key (mKey): 56575 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA03LA069 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/56575/pdf - Page: https://openairdocs.org/ntsb/MIA03LA069 ## Probable cause The separation of both propeller blades in-flight for undetermined reasons and the failure of the pilot to attain the proper touchdown during the forced landing resulting in overrun during landing and subsequent collapse of the nose landing gear. A contributing factor in the accident was the reduced visibility due to grease on the windscreen following separation of both propeller blades. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Propeller failure/malfunction, descent - propeller system/accessories,blade - separation (cause) - reason for occurrence undetermined - Overrun, emergency landing - window,flight compartment window/windshield - obstructed - visual lookout - reduced, pilot in command (contributing factor) - Nose gear collapsed, landing - roll - landing gear,nose gear - overload ## Analysis The pilot stated they were cruising at around 3,000 feet, when they decided to return to the airport for landing. He reduced engine power and pushed the nose over to start the descent. At around 2,000 feet, oil and grease covered the windscreen and the engine lost power due to the propeller separating. He performed emergency procedures, and at about 1 mile from runway 29, he had to sideslip the aircraft in order to see out in front and to lose airspeed. The aircraft touched down at around the midpoint of the runway and was going too fast to stop. The airplane rolled off the end of the runway into a ditch causing the nose landing gear to collapse. Examination of the aircraft revealed both propeller blades were separated and not located. The propeller hub which remained attached to the engine was retained for further examination. Metallurgical examination of the propeller hub revealed no evidence of cracking in the sockets or anywhere else on the hub. Both sockets exhibited damage to the threads to the same depth (about 2 or 3 threads from the internal end of the threads). Damage to varying degrees to both sockets was noted circumferentially. A few remnants of what appeared to be blade threads were found in the socket threads. No evidence of corrosion deterioration of the socket threads was noted. Review of the maintenance records revealed that the propeller was last overhauled on January 3, 1996, and was installed on March 10, 1998. The pilot later reported that following the return to service of the airplane after installation of the overhauled propeller, it would overspeed occasionally during takeoff or cruise. The rpm would never go more than 200 rpm greater than red line. When that occurred, he would put a load on the propeller to reduce the rpm. He also reported intentionally accelerating the airplane on at least 3 occasions to the velocity never exceed speed (Vne) of the airframe in an attempt to induce propeller overspeed, the results were unsuccessful. The propeller governor was then removed and checked, no discrepancies were reported. On August 5, 1999, the maintenance records reflect an entry which indicates the propeller was disassembled and the seals were replaced and the blades were backed off 1 notch. The work was performed by the facility that had overhauled the propeller in 1996. The propeller was reinstalled and dynamically balance checked on June 8, 2002; the vibration was recorded to be .135 inches per second (IPS) and no weight was required. The pilot also reported that following the propeller disassembly in August 1999, the overspeed condition did not occur again. ## Factual narrative On February 21, 2003, at about 1430 eastern standard time, a Beech A45, N34MR, registered to a private individual, overran the runway during a forced landing at the Merritt Island Airport, Merritt Island, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was substantially damaged, and the commercial-rated pilot, and pilot-rated passenger were not injured. The flight originated from Merritt Island, about 1 hour before the accident. The pilot stated they were cruising at around 3,000 feet, when they decided to return to the airport for landing. He reduced engine power and pushed the nose over to start the descent. At around 2,000 feet, oil and grease covered the windscreen and the engine lost power due to the propeller separating. He performed emergency procedures, and at about 1 mile from runway 29, he had to sideslip the aircraft in order to see out in front and to lose airspeed. The aircraft touched down at around the midpoint of the runway and was going too fast to stop. The airplane rolled off the end of the runway into a ditch causing the nose landing gear to collapse. Examination of the aircraft revealed both propeller blades were separated and not located. The propeller hub which remained attached to the engine was retained for further examination. Metallurgical examination of the propeller hub by the NTSB Materials Laboratory, Washington, D.C., revealed no evidence of cracking in the sockets or anywhere else on the hub. Both sockets exhibited damage to the threads to the same depth (about 2 or 3 threads from the internal end of the threads). Damage to varying degrees to both sockets was noted circumferentially. A few remnants of what appeared to be blade threads were found in the socket threads. No evidence of corrosion deterioration of the socket threads was noted. Review of the maintenance records revealed that the propeller was last overhauled on January 3, 1996, and was installed on March 10, 1998. The pilot later reported that following the return to service of the airplane after installation of the overhauled propeller, it would overspeed occasionally during takeoff or cruise. The rpm would never go more than 200 rpm greater than red line. When that occurred, he would put a load on the propeller to reduce the rpm. He also reported intentionally accelerating the airplane on at least three occasions to the velocity never exceed speed (Vne) of the airframe in an attempt to induce propeller overspeed, the results were unsuccessful. The propeller governor was then removed and checked, no discrepancies were reported. On August 5, 1999, the maintenance records reflect an entry which indicates the propeller was disassembled and the seals were replaced and the blades were backed off 1 notch. The work was performed by the facility that had overhauled the propeller in 1996. The propeller was reinstalled and dynamically balance checked on June 8, 2002; the vibration was recorded to be .135 inches per second (IPS) and no weight was required. The pilot also reported that following the propeller disassembly in August 1999, the overspeed condition did not occur again. The airplane minus the retained propeller hub was released to Dr. Kerwin, on March 8, 2004. The retained propeller hub was also released to Dr. Kerwin, on March 8, 2004. ## Aircraft - Registration: [N34MR](https://openairdocs.org/aircraft/N34MR), registered now, S/N G-39, built 1952 (OpenAirDocs) - Reported make and model: Beech A45 - Registry model: [Beech A45](https://openairdocs.org/model/beech-a45) (registry code 1152006) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: G39 - Airframe hours: 6066 - Engines: Continental O-470-13A 225 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Miguel Rivera Trust - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, August 1, 2002, 76 hours before - Departed: COI, Merritt Island, FL - Destination: COI, Merritt Island, FL - Airport: COI, Merritt Island, runway 29, 3,601 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 69; injuries: none; commercial, flight instructor; airplane ratings: single-engine sea, multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review September 3, 2002; seat: rear; flight hours: 3,800 total, 900 in this make and model, 3,500 as pilot in command, 24 in the last 90 days, 7 in the last 30 days - Pilot; age 73; injuries: none; private, commercial; airplane ratings: multi-engine land, single-engine land, single-engine sea; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; last flight review May 14, 2002; seat: front; flight hours: 3,000 total, 800 in this make and model, 2,000 as pilot in command, 24 in the last 90 days, 8 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 130° at 9 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 79 °F, dew point 70 °F - Altimeter: 29.85 inHg - Observed at: KMLB ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Incident 20030221037769I](https://openairdocs.org/incident/20030221037769I), Feb 21, 2003: Beech A45, Cocoa, FL, Minor damage. (-23) Beechcraft A45, N34MR while on personal flight, over ran runway while landing at Merritt Island Airport, Florida. VMC conditions existed and no flight… 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.