NTSB Identification: CEN14FA035
14 CFR Part 91: General Aviation
Accident occurred Friday, November 01, 2013 in Springdale, AR
Probable Cause Approval Date: 07/09/2014
Aircraft: BEECH C90, registration: N269JG
Injuries: 2 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
As the airplane was descending toward its destination airport, the pilot reported to an air traffic controller en route that he needed to change his destination to a closer airport because the airplane was low on fuel. The controller advised him to land at an airport that was 4 miles away. Shortly after, the pilot contacted the alternate airport’s air traffic control tower (ATCT) and reported that he was low on fuel. The tower controller cleared the airplane to land, and, about 30 seconds later, the pilot advised that he was not going to make it to the airport. The airplane subsequently impacted a field 3.25 miles southeast of the airport. One witness reported hearing the engine sputter, and another witness reported that the engine “did not sound right.” Forty-foot power lines crossed the field 311 feet from the point of impact. It is likely that the pilot was attempting to avoid the power lines during the forced landing and that the airplane then experienced an inadvertent stall and an uncontrolled collision with terrain.
About 1 quart of fuel was observed in each fuel tank. No evidence of fuel spillage was found on the ground; no fuel stains were observed on the undersides of the wing panels, wing trailing edges, or engine nacelles; and no fuel smell was observed at the accident site. However, the fuel totalizer showed that 123 gallons of fuel was remaining. Magnification of the annunciator panel light bulbs revealed that the left and right low fuel pressure annunciator lights were illuminated at the time of impact. An examination of the airframe and engines revealed no anomalies that would have precluded normal operation.
About 1 month before the accident, the pilot had instructed the fixed-base operator at Camden, Arkansas, to put 25 gallons of fuel in each wing tank; however, it is unknown how much fuel was already onboard the airplane. Although the fuel totalizer showed that the airplane had 123 gallons of fuel remaining at the time of the crash, information in the fuel totalizer is based on pilot inputs, and it is likely the pilot did not update the fuel totalizer properly before the accident flight. The pilot was likely relying on the fuel totalizer instead of the fuel gauges for fuel information, and he likely reported his low fuel situation to the ATCT after the annunciator lights illuminated.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A total loss of power to both engines due to fuel exhaustion. Also causal were the pilot’s reliance on the fuel totalizer rather than the fuel quantity gauges to determine the fuel on board and his improper fuel planning.
HISTORY OF FLIGHT
On November 1, 2013, at 1742 central daylight time, a Beech C90, N269JG, impacted terrain 3.25 miles southeast of the Springdale Municipal Airport (ASG), Springdale, Arkansas. The private pilot and passenger were fatally injured. The airplane was destroyed. The airplane was registered to J&G Aviation, LLC, and operated by the pilot, both of Camden, Arkansas, under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, and no flight plan had been filed. The flight originated from Pine Bluff (PBF), Arkansas, about 1650, and was destined for Bentonville (VBT), Arkansas, but was diverting to Springdale (ASG), Arkansas.
According to Federal Aviation Administration (FAA) documents, the pilot contacted Little Rock, Arkansas, approach control at 1651 and advised that he was en route from PBF to VBT, and requested flight following services. Radar contact was established when the airplane was 10 miles northwest of PBF at 10,000 feet and climbing to 16,500 feet. At 1702, the pilot was handed off to Memphis Air Route Traffic Control Center (ARTCC), Hot Springs sector. At 1721, the pilot reported he was descending from 16,500 feet. At 1727, the pilot contacted Fort Smith (FSM) Air Traffic Control Tower, Razorback Approach, and advised he was passing 11,800 feet for 6,500 feet. He was then given traffic advisories. At 1740, the pilot said he wanted to change his destination from VBT to Fayetteville (FYV), Arkansas. When the FSM controller asked the reason for the change, the pilot replied he was low on fuel. He then requested the distance to FYV, and the controller told him it was 9 miles away. At 1741, the pilot said he needed to go to a closer airport. The controller advised that ASG was at his 12 o'clock position and 4 miles away. The pilot said he had ASG in sight and was familiar with the airport. The controller issued the pilot the ASG tower frequency. The pilot contacted ASG tower and reported he was low on fuel. The ASG controller issued the pilot the wind conditions and altimeter setting and cleared him to land on runway 36. Approximately 30 seconds later, the pilot advised ASG that he was not going to make the airport. The ASG controller attempted to get the aircraft's position. No further transmissions were received. At 1743, ASG advised FSM that the airplane was down.
Six written witness statements were collected by the Washington County Sheriff's Office. One witness reported hearing the engine(s) sputtering. Another witness said the engine noise was loud but "did not sound right." He observed one wing turn perpendicular to the ground before the airplane disappeared from sight. Three witnesses reported seeing the airplane pull up abruptly and fall from about 300 feet to the ground in a right wing-low, nose-low attitude. In his report, the sheriff's deputy stated that he interviewed two of five witnesses. They told him that the pilot was "trying to find a clear and empty place to land," and noticed that control was lost at times as the airplane would "tilt" to the right and left. They said the pilot "was trying to land smoothly and was being successful until about 300 feet from the ground when the plane suddenly went straight down."
PERSONNEL INFORMATION
The 72-year-old private pilot held airplane single and multi-engine land and instrument ratings dated March 8, 2010. He also held a third class airman medical certificate, dated June 4, 2013, with the restriction, "Must wear corrective lenses for near and distant vision." When the pilot applied for that medical certificate, he estimated his total flight time to be 3,367 hours, of which 53 hours were acquired within the last six months. The pilot's logbook was never located, so it could not be ascertained as to how much flight time he had logged in turboprop airplanes or in the Beech C90 King Air.
AIRCRAFT INFORMATION
N269JG (serial number LJ-949), a model C90, was manufactured by the Beech Aircraft Corporation in 1981. It had been equipped with two Pratt & Whitney PT6A-35 (upgraded from PT6A-21) turboprop engines, serial numbers PCE-25558 (left), and PCE-25501 (right), each rated at 750 horsepower, driving two Hartzell 4-blade, all-metal, constant speed, full-feathering, reversible propellers. The propeller model numbers were HC-D4N-3C, with D9290K blades. The serial numbers were FY 2319 (left), and FY 2320 (right).
An FAA aviation safety inspector examined the aircraft maintenance records at the pilot's office in Camden, Arkansas, on November 12, 2013. He reported that Airframe and Engine Phase 3 and 4 Inspections were accomplished on March 15, 2013, at a Hobbs meter time of 826.2 hours. At that time, airframe total time was 11,395.9 hours. Airframe Phase 1 and 2 Inspections were accomplished on March 14, 2012, at a Hobbs meter time of 738.9 hours. At that time, airframe total time was 11,308.6 hours. The following times were recorded during the Phase 3 and 4 inspections:
LEFT ENGINE
Time since new, 5,801.3
Time since overhaul, 2,453.6
Time since hot section inspection, 874.5
Total cycles since new, 6,613
Overhaul date, 07/21/2000
Cycles since overhaul, 2,800
Cycles since hot section inspection, 875
Engine time at overhaul, 3,454.5
Cycle time at overhaul, 3,930
RIGHT ENGINE
Time since new, 5,722.9
Time since overhaul, 2,268.4
Time since hot section inspection, 847.5
Total cycles since new, 6,311
Overhaul date, 12/06/03
Cycles since overhaul, 2,381
Cycles since hot section inspection, 875
Engine time at overhaul, 3,347.7
Cycle time at overhaul, 3,812
On October 9, 2013, the pilot flew to PBF where the altimeter, encoding and static systems, and transponder calibration checks were accomplished by Tomlinson Avionics, and the airplane was recertified for IFR (instrument flight rules) flight. A Garmin GNS 430W (WAAS-certified GPS, 2280-channel capacity comm, and 200-channel ILS/VOR with localizer and glideslope), Avidyne TAS610 (traffic advisory system), Bendix DA-144A (weather radar) antenna, and a PC-250 (inverter) were removed and shipped to their respective manufacturers for repairs. The PC-250 inverter was non-repairable, and an overhauled unit was returned. On November 1, 2013, these items were reinstalled and functionally tested satisfactory.
METEOROLOGICAL INFORMATION
The following weather was recorded by the ASG Automated Weather Observing System (AWOS) at 1748:
Wind, 310 degrees at 7 knots, gusting to 14 knots; visibility, 10 statute miles; sky condition, few clouds at 6,500 feet; temperature, 16 degrees Celsius (C.); dew point, 5 degrees C.; altimeter setting, 29.90 inches of mercury.
WRECKAGE AND IMPACT INFORMATION
The airplane was located in a large open pasture that sloped downward from west to east. It was aligned on a magnetic heading of 030 degrees. South of the point of impact, power lines crossed the field from west to east. They were about 35 to 40 feet off the ground and 311 feet from the point of impact. The on-scene examination revealed no ground scars, only impact ground gouges, consistent with a right wing-low, nose-low attitude as reported by witnesses. The nose and cockpit area were crushed inward.
There were ground imprints, the same length as the wings. At the end of the left imprint were red lens fragments. At the end of the right imprint were green lens fragments. These ground imprints were immediately forward of both wings, consistent with the airplane rebounding slightly. The right wing was destroyed. The left wing was partially separated at midspan, and the wing tip was separated from the wing. The leading edge was crushed aft to the spar, and the wing was twisted up and aft. The right wing was bent aft and upward along its span, and the leading edge was crushed inward along the lower side. Minimal fuel (approximately one quart) was observed in each nacelle tank. There was no evidence of fuel spillage on the ground, and no fuel stains were observed on the undersides of the wing panels, wing trailing edges, or engine nacelles. There was no smell of fuel at the site.
Both engines and nacelles were partially separated from the wings. Both propeller assemblies remained attached to the engines and were partially buried in the earth. There were no ground scars leading up to the airplane, and there was no evidence of rotation at impact. Control continuity was established from the flight controls to the center of the airplane. Measurements of the elevator and rudder trim were indicative of a neutral position, and aileron trim was in a slight left wing down position. The landing gear and flaps were retracted. Propeller signatures indicate the propellers were not feathered and bore little or no rotational signatures.
The airplane was configured with two cockpit seats and four cabin seats arranged in club seating. The lavatory and baggage compartment were configured for additional seating. The cockpit seats were separated from the floor attachments and the seat bases were buckled. Both cockpit seatbelts and shoulder harnesses bore evidence of being fastened at impact.
Examination of the cockpit revealed both power, condition, and fuel shutoff levers were full forward. There was a witness mark on the airspeed indicator at 78 knots. The airplane's power off stall speed (flaps retracted) was between 78 and 89 knots (minimum weight versus maximum gross weight, respectively).
MEDICAL AND PATHOLOGICAL INFORMATION
The Arkansas State Medical Examiners report stated the pilot's cause of death to be "multiple traumatic injuries." FAA's Civil Aeromedical Institute toxicology report indicated no carbon monoxide or ethanol were detected. However, verapamil (an antiarrhythmic drug used in the treatment of hypertension, angina, and arrhythmias) and norverapamil (a metabolite of verapamil) were detected.
TESTS AND RESEARCH
The annunciator panel and fuel totalizer were removed from the airplane and sent to NTSB's Vehicle Recorder (RE-40) and Materials Laboratory (RE-30) Divisions for examination. According to the Vehicle Recorder Specialist's report, application of electrical power to the fuel totalizer revealed:
FUEL USED: 260 gallons
FUEL REMAINING: 123 gallons.
According to the Materials Laboratory Specialist's report, magnification of the annunciator panel light bulbs revealed that the following annunciator lights were illuminated at impact:
LEFT GENERATOR OUT
LEFT IGNITION ON
LOW FUEL PRESSURE (LEFT)
FUEL CROSSFEED
INVERTER OUT
LOW FUEL PRESSURE (RIGHT)
RIGHT GENERATOR OUT
RIGHT IGNITION ON
The fuel management panel, located on the left sidewall, had been cut away by first responders in order to extricate the pilot. Although intact, the panel had been damaged by impact. Examination of the panel revealed the left and right boost pumps were ON, the left and right fuel transfer switches were OFF, the fuel crossfeed switch was in the AUTO position, and all the fuel system circuit breakers were OPEN. There was a yellow arc on the fuel gauges, denoting minimum fuel that must be in each wing tank before takeoff. The range is from 0 to 265 pounds or 0 to about 41 gallons in each wing (6.7 pounds per gallon).
In retracing the airplane's travels, FlightAware's Activity Log captured its movements from July 26, 2013, to September 28, 2013, when activity ceased. A Faith Aviation spokesman at Camden (CDH) said the pilot topped off the airplane with fuel and flew to Cozumel, Mexico, in early October. On the return flight to CDH, he stopped for fuel in New Orleans. It is unknown how much fuel he purchased in Cozumel or New Orleans.
An effort was made to trace the airplane's movements in an attempt to explain the discrepancy between the fuel gauges and the fuel totalizer. On October 9, 2013, the pilot gave instructions to the Faith Aviation, the fixed base operator (FBO) at CDH, to put 25 gallons of fuel in each wing tank. When asked if he had a receipt for this transaction, the FBO replied that he did not. The pilot then flew from CDH to PBF, a distance of 65 nm. According to Beech Aircraft, the fuel required for this flight (assuming a cruising altitude of 10,000 feet) would be about 210 pounds, or about 30 gallons. Grider Aviation and Pine Bluff Aviation, both FBOs at PBF, were contacted. It was learned that Tomlinson Avionics had replaced the airplane's inverter, and the airplane was placed in Tomlinson's hangar, where it remained until the pilot departed on November 1. Before departure, the pilot purchased a new battery but did not purchase fuel. It was reported that the pilot rarely topped off the airplane with fuel, but would add only enough fuel as necessary to make the trip. The distance between PBF and VBT is about 172 miles. According to Beech Aircraft, the estimated fuel needed for this flight (assuming a cruising altitude of 17,000 feet) would be about 460 pounds, or 70 gallons.
NTSB Identification: CEN14FA035
14 CFR Part 91: General Aviation
Accident occurred Friday, November 01, 2013 in Springdale, AR
Aircraft: BEECH C90, registration: N269JG
Injuries: 2 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On November 1, 2013, at 1742 central daylight time, a Beech C90, N269JG, impacted terrain 4 miles southeast of the Springdale Municipal Airport, Springdale, Arkansas. The private pilot and passenger were fatally injured. The airplane was destroyed. The airplane was registered to J&G Aviation, LLC, and operated by the pilot, both of Camden, Arkansas, under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, and no flight plan had been filed. The flight originated from Pine Bluff, Arkansas, about 1700.
According to the Federal Aviation Administration (FAA), the pilot contacted Fort Smith, Arkansas (FSM), and advised he was en route from Pine Bluff (PBF), Arkansas, to Bentonville (VBT), Arkansas. He was given flight following services. Later, the pilot said he wanted to change his destination to Fayetteville (KFYV), Arkansas. When the FSM controller asked the reason for the destination change and if he required any assistance, the pilot stated he was low on fuel. He requested the distance to FYV, and the controller told him it was 9 miles away. The pilot said he needed something closer. The controller advised that Springdale Airport (ASG) was at his 12 o'clock position and 4 miles away. The pilot said he had ASG in sight and was familiar with the airport. The controller issued the pilot a frequency change to ASG tower. The pilot contacted ASG tower and reported he was low on fuel. The ASG controller issued the wind conditions and altimeter setting and cleared the pilot to land on runway 36. Approximately 30 seconds later, the pilot advised ASG that he was not going to make the airport. The ASG controller attempted to get the aircraft's position. No further transmissions were received from the pilot.
A witness saw the airplane descend, pull up abruptly, and impact the ground in a right wing-low, nose-low attitude. There were power lines about 300 feet short of the impact point.
The on-scene examination revealed no ground scars, only impact ground gouges. Control continuity was established from the flight controls to the center of the airplane. The right wing was destroyed. No fuel was observed in the left wing or nacelle tanks. The landing gear and flaps were retracted. Propeller signatures indicate the propellers were not feathered.
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Searcy Harrell, 72, and Ruth Ann Hudson, 71, died in a plane crash in Washington County Friday (Nov. 1). Harrell’s youngest son, Ben Harrell, said his dad had his King Air aircraft for about a decade and was an experienced pilot.
Ben, who owns U.S. Lawns in Lowell, described Searcy Harrell as adventurous and well respected by his family and the Camden community. He said Searcy loved to fly, scuba dive, golf and his family.
The University of Arkansas graduate has a long list of accomplishments. He had been the president of a bank that was started by his grandfather, he was an attorney, and had been appointed by Governor Mike Beebe to be Circuit Judge. Ben said his dad wasn’t sure if to accept the position at the time since his step-mother Peggy Harrell had been diagnosed with Alzheimer’s.
“Me and my brothers were trying to just hype him into doing it, ‘dad you gotta do it,’ he said ‘I guess every lawyer would like to hear judge in front of their name at one time or another,’” Ben said.
Searcy’s late wife Peggy died about a year ago and Ben said his dad began dating Ruth Ann Hudson who had also lost her husband a month before Peggy had died.
“My heart just bleeds for their family,” Ben said. “It’s just terrible and once again the community in South Arkansas and Camden is devastated by both of their losses.”
Searcy was on his way to Northwest Arkansas to watch his grandson, the Rogers High School quarterback play. The plan, according to Ben, was for Searcy to attend the Rogers High game and Ruth Ann Hudson to go to the Fayetteville High School game to watch her granddaughter who is part of one of the spirit squads.
“He was there for the opening game and when they played Springdale we came up and he went to that game and we were of course looking forward to this one,” Ben said.
Max Harrell, who turned 18 on Oct. 29, scored Friday.Max has received an outpour of support on Twitter from his high school and friends.
Rogers High School Principal Charles Lee twitted, “Thoughts and prayers to Max, MacKenzie and the Harrell family. May God sustain you during your loss and grief.”
The family knew something was wrong when they couldn’t reach the couple. Ben said when he heard of a plane crash and the plane model from 5NEWS he knew it was his dad.
“That’s when I scrambled the phone and started heading to Springdale to find out what I could,” Ben said. “I think the way he went last night would have been the way he wanted to go but not this early that’s for sure because he had a lot more on his agenda.”
Searcy Harrell knew he wanted more of a memorial than a funeral when he was gone. He requested four hymns, one of them is “How Great Thou Art.”
“A lot of people knew dad, well respected, I’m proud to be Searcy Harrell’s son, I really am,” Ben said. “I’m proud to have known him.”
Searcy Harrell leaves behind three sons and a step-daughter: Steven, attorney in Springfield, MO; Jon, president of First Bank in Rogers; Ben, owner of U.S. Lawns in Lowell; and Shannon Beard, who lives in Dallas. He also leaves behind his sister Jan Strickland, who lives in Destin, FL, and 10 grandchildren.
Searcy’s memorial will be Tuesday in Camden. Ruth Ann’s visitation will be Tuesday and her funeral will be Wednesday also in Camden.
Here a two pictures the family shared with 5NEWS of Searcy Harrell and his late wife Peggy Harrell.
http://5newsonline.com
Also killed was his passenger, Ruth Ann Hudson, 71, also of Camden.
The Washington County Sheriff’s Office said that the bodies of both victims will be sent to the Arkansas State Crime Lab to determine causes of death.
The twin-engine Beechcraft King Air that crashed was owned by J&G Aviation, 1516 Edgewood, of Camden, according to aircraft records.
Harrell is the registered agent for the corporation that owns the aircraft. Harrell is a certified private pilot with single and multi-engine and instrument ratings.
Harrell, 72, owns Harrell Bancshares, a bank holding company which operates FirstBank locations in Hampton, Camden, Junction City and, most recently, Rogers and Siloam Springs.
Gov. Mike Beebe appointed Harrell to fill a 13-month vacancy in the 13th Judicial District, replacing Judge Susan Hickey, who was appointed to the federal bench. The term expired in December 2013.
News media said that that aircraft’s pilot was in radio contact air traffic controllers before he crashed. He told them that he was low on fuel. The aircraft crashed south of U.S. 412 near Bennington Road east of Springdale at approximately 5:40 p.m.
The Beechcraft King Air is usually configured for nine seats. It has a pressurized cabin and a cruising speed of about 200 mph. It is a favorite turboprop aircraft in general aviation.
Records indicated that the aircraft was built in 1981.
Source: http://www.magnoliareporter.com
