MIA99FA126

Witnesses observed the BE-55 airplane cut in front of another airplane on approach for landing. The BE-55 continued to descend towards a Cessna on a low final approach for landing. The BE-55 was much faster and overtook the Cessna colliding with the Cessna's vertical stabilizer and top of the fuselage. The nose of the Cessna was observed to pitch up in a nose high attitude with both airplanes entangled together. The airplanes collided with the ground in a right wing low attitude. Bounced and rotated to the right 90 degrees.

Witnesses observed the BE-55 airplane cut in front of another airplane on approach for landing. The BE-55 continued to descend towards a Cessna on a low final approach for landing. The BE-55 was much faster and overtook the Cessna colliding with the Cessna's vertical stabilizer and top of the fuselage. The nose of the Cessna was observed to pitch up in a nose high attitude with both airplanes entangled together. The airplanes collided with the ground in a right wing low attitude. Bounced and rotated to the right 90 degrees.

Narrative same as MIA99FA126A

Historyof flight

On April 14, 1999, about 1123 eastern daylight time, a Beech E-55, N44LE, registered to Greenbriar South Inc., collided with a Cessna 172K, N833G, registered to a private owner, while on final approach to runway 09L at Lakeland-Linder Regional Airport, Lakeland, Florida. Both airplanes were operating as a 14 CFR Part 91 personal flight. Visual meteorological conditions prevailed and no flight plan was filed for either airplane. Both airplanes were destroyed. The airline transport pilot in N44LE reported minor injuries. The private pilot and one passenger in N833G reported minor injuries. N44LE departed Fort Myers, Florida, about 53 minutes before the accident. N833G departed Sarasota, Florida, about 33 minutes before the accident.

The pilot of N44LE stated in an initial interview with the NTSB investigator-in-charge that he turned final for runway 09 left with another airplane about 200 to 300 yards ahead. He lowered the gear, applied full flaps and reduced airspeed to 90 knots. All of a sudden, there was an airplane in his windshield and he had a midair collision.

The pilot of N44LE stated in the NTSB Pilot/Operator Aircraft Accident Report that he arrived northeast of Lake Parker and followed the established procedures to the airport. He stated he trailed two high wing aircraft during the left base for the runway. He lowered the gear, extended full flaps and slowed the airplane to 90 knots. He maintained extreme vigilance on final approach with the intentions of landing beyond the displaced threshold, while keeping the other two aircraft ahead in view. The approach end of runway 09 left was reached at about 400 feet. Without warning or notification from the tower or ground personnel, a violent collision occurred. It actually appeared that a structural failure had taken place as the right wing literally folded itself up over the cabin at an altitude between 150 to 200 feet. "Both aircraft fell to the runway with a tremendous impact."

The pilot of N44LE stated in a letter to the FAA on May 10, 1999, "Three high wing aircraft were on the approach or taxiway. One had touched down at the displaced threshold, the other landing about half way down and the third rolling out at the end of the strip....There was never a consideration of another aircraft on this final approach as there would of been no room on the strip. At an altitude of approximately 200 feet the right wing of N44LE began bending at the base and appeared as if it would envelope the cabin....It was never obvious that there had been a midair collision as there was no sound of aircraft crashing together."

The pilot of N833G stated upon entering the Lakeland area, that he followed that he followed the procedures listed in the FAA NOTAM. He entered left downwind and turned final when another Cessna cut him off at about 1,000 feet. He continued the approach, following the Cessna to runway 09 left. The controllers were informing the pilots to extend their approaches down the runway. He added power to comply with the controller's instructions and was about 20 to 30 feet above the runway when the nose of his airplane pitched up. He did not know what had happened. The airplane rolled right and he saw the ground coming up when the airplane collided with the runway.

A witness stated the BE-55 did not make the correct entry to downwind or base leg for landing. The BE-55 was observed on downwind at about 1,700 feet instead of 1,200 feet. Witnesses stated the Cessna was observed on a low final. The BE-55 cut in front of another airplane and descended towards the Cessna. The BE-55 was much faster and overtook the Cessna, colliding with the Cessna's vertical stabilizer and the top of the fuselage. The nose of the Cessna was observed to pitch up in a nose-high attitude with both airplanes locked together. The airplanes collided with the runway in a right wing low attitude, bounced, and rotated 90 degree to the right.

Personnel information

For additional first pilot information see page 3 of this report.

Aircraft information

For additional aircraft information see page 2 of this report.

Meteorological information

Visual meteorological conditions prevailed at the time of the accident. For additional information see page 3 of this report.

Aerodrome information

For procedures concerning Lakeland Linder Regional Airport, during the Lakeland Experimental Association 1999 Sun 'n Fun Fly In, see U.S. Department of Transportation, Federal Aviation Administration, Special Air Traffic Management Program, (Notam) Sun 'n Fun, April 9 through 17, 1999.

Wreckage and impact information

The wreckage of N44LE was located entangled on top of N833G's left rear fuselage extending from station 108 rearward, and aft of station 226.68. Both airplanes were located on runway 09 left about 798 feet east of the approach end of the runway. Both airplanes had collided with the ground in a right wing low attitude, bounced, and rotated to the right 90 degrees. N44LE came to rest on a heading of 220 degrees magnetic, and N833G came to rest on a heading of 150 degrees magnetic.

Examination of N44LE revealed the landing gear and flaps were in the full down position. The radar dome was separated. The nose gear was separated, the left main landing gear had collapsed, and the right main landing gear was extended past the 90-degree vertical position. The forward fuselage from station -30.000 to station 26.250 was straddled over the N833G's fuselage from station 142.0 to 205.81. The inboard right wing and engine were located on top of N833G's horizontal stabilizer, and left and right vertical stabilizer. Two propeller blades on the right engine had evidence of "s" bending and were bent aft. The remaining propeller blade was not damaged. The right wing was bent up and inboard from impact with the ground. The wing was curled up 180 degrees and inboard with the wingtip coming close to the fuselage. The radius of the curvature on the damaged wing was about 2.5 feet. The curvature of the upward curled wing started adjacent to the outboard edge of the right engine nacelle, and terminated at the right wing tip located about 2 feet from the right side of the fuselage. The right main fuel tank and auxiliary fuel tank was ruptured. The left wing sustained impact damage extending outboard of the left engine nacelle to the wing tip. The left main fuel tank and auxiliary fuel tank was not ruptured. One propeller blade on the left engine had evidence of s bending. Another propeller blade tip was bent aft, and the remaining propeller blade had nicks along the leading edge of the propeller blade.

Examination of the airframe, flight controls, engine assembly and accessories revealed no evidence of a precrash mechanical failure or malfunction. Continuity of the flight controls was confirmed for pitch, roll, and yaw.

Examination of N833G revealed N44LE collided with the right side of the cabin roof, and the roof was displaced into the passenger compartment. Both rear omni vision windows were broken. A propeller strike was present on the empennage skin to the left of the center post, and separated the battery located between FS 108 and FS 124. The rear fuselage was torn at FS 124 and separated from the right side of the fuselage at FS 65.33. A propeller strike started about 2 feet inboard from the tip of the right horizontal stabilizer , and extended upward across the leading edge of the vertical stabilizer. The vertical stabilizer was displaced to the left. The right wing was displaced downward at the wing root, bent up at a 45 degree angle in between wing station 65.125, and wing station 85.875. The wing was curled up about 270 degrees and touched the top of the upper wing skin inboard of wing station 100.50. the right main fuel tank was ruptured. The left wing was not damaged. The left main fuel tank was not ruptured. The right main landing gear was separated, and t