CEN10FA394

The pilot's failure to maintain aircraft control during takeoff for undetermined reasons.

Witnesses observed the airplane abort two takeoffs prior to the accident takeoff. During the second and third (accident) takeoff rolls, one engine did not sound like it was developing full power. In between the three takeoff attempts, the pilot did not perform an engine run-up. During the accident takeoff roll, one engine still did not sound like it was developing full power and the airplane rotated shortly before the end of the runway. The airplane briefly became airborne, with the wings rocking back and forth, and then impacted an interstate highway with its left wing, which was consistent with an aerodynamic stall. The airplane impacted a cable median barrier and a fire ensued. The airplane continued into a ditch, nosed over, and came to rest inverted. A postaccident examination of the airframe and engines revealed no anomalies that would have precluded normal operation. The pilot had some moderate heart disease and sleep apnea that were documented in his medical records. Toxicology findings noted the use of an unreported medication (atenolol) that was taken at an undetermined time prior to the accident. Approximately 10 minutes prior to the accident flight, the pilot amended his instrument flight rules clearance with an air traffic controller via the airplane's radio. No problems with the pilot's conversation or speech were noted during the recorded transmissions, and the investigation could not conclusively determine whether the pilot's medical conditions or medication use were related to the accident.

HISTORY OF FLIGHT On July 13, 2010, at 1700 eastern daylight time, a Beech 58 twin-engine airplane, N3081N, sustained substantial damage when it impacted terrain shortly after takeoff from the Mackinac County Airport (83D), St. Ignace, Michigan. The private pilot and three passengers were fatally injured and one passenger was seriously injured. The airplane was registered to Tri United, Inc., Skokie, Illinois, and operated by the pilot. Visual meteorological conditions prevailed, and an instrument rules flight (IFR) plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The flight was departing at the time of the accident. According to information provided by air traffic control, local authorities, and witnesses, the airplane departed Chicago Executive Airport (PWK), Wheeling, Illinois, at 1210, and arrived at 83D at 1354. According to a 83D fixed based operator (FBO) representative, the pilot came into the lobby and asked if he was at Mackinac Island. The representative explained to him that 83D was not on the island and she then pointed the island out through a window to the pilot. Mackinac Island is located approximately 5 miles east of 83D. The airplane then departed 83D and arrived at Mackinac Island Airport (MCD) a few minutes later. Approximately 1630, the airplane returned to 83D from MCD and obtained 60 gallons of fuel. At 1644, the pilot contacted air traffic control services via his airplane radio to amend his IFR clearance. Witnesses, who were mechanics at a local maintenance facility, observed the airplane attempt to takeoff on runway 25 three different times. During the first attempt, the airplane traveled approximately half way down the runway and then the takeoff was aborted. The pilot taxied the airplane back to runway 25 and attempted a second takeoff without an engine run-up. During the second takeoff attempt, the airplane traveled approximately three-quarters of the way down the runway and the takeoff was aborted. One witness stated that during the second takeoff roll, it sounded as if the engines were not throttled up to full power, and it appeared that the pilot had problems maintaining directional control of the airplane. The pilot taxied the airplane back to runway 25 and attempted a third takeoff without an engine run-up. One of the mechanic witnesses stated that during the third takeoff attempt, "It appeared and sounded as if the right engine was running properly and the left engine was not at the same RPM. The pilot was having difficulty maintaining directional control...with the left engine sputtering and misfiring and traces of black smoke coming from the left engine exhaust." Witnesses observed the airplane become airborne near the departure end of the runway with the wings rocking back and forth, and the left wing impacted the northbound lanes of Interstate 75, which is located approximately 1,000 feet from the departure end of runway 25. The airplane continued through the highway median, traveled across the southbound lanes of the interstate and came to rest inverted in a grassy area adjacent to the interstate. A post crash fire ensued and consumed a majority of the airplane. The seriously injured passenger, who was seated in the rear seat, exited the airplane after it came to rest. According to the passenger, he was sleeping at the time of the accident and had no recollection of the accident sequence. PERSONNEL INFORMATION The pilot, age 73, held a private pilot certificate with airplane single and multi-engine land and instrument ratings. His most recent Federal Aviation Administration (FAA) third-class medical examination was conducted on December 30, 2008. After review, the FAA issued the pilot a Class 3 Special Issuance Medical Certificate that was not valid for any class after December 31, 2010. In addition, the certificate noted a restriction for corrective lenses for near and distant vision. The pilot's flight time logbook was destroyed during the accident. On his most recent medical application, the pilot reported 2,211 total flight hours and 67 in the previous six months. A review of the pilot's FAA airman records showed that the pilot was issued his single engine land airplane rating on May 22, 1989, his instrument rating on May 27, 1990, and his multi-engine land airplane rating on August 29, 1991. On December 7, 2006, the pilot was reexamined by the FAA in the accident airplane as the result of an undisclosed violation. The reexamination was disapproved by the FAA inspector for undisclosed reasons. On January 9, 2007, the pilot was reexamined by the FAA in the accident airplane. The reexamination was disapproved by the FAA inspector for undisclosed reasons. On that date, the pilot voluntarily surrendered his multi-engine land and instrument ratings. On July 9, 2009, the pilot received his multi-engine land rating. On the rating application, the pilot reported 2,985 total flight hours and 2,097 hours in the accident airplane make and model. On December 7, 2009, the pilot received his instrument rating for single engine land airplanes. On the rating application, the pilot reported 3,147 total flight hours. On December 29, 2009, the pilot received his instrument rating for multi-engine land airplanes. On the application, the pilot reported a total of 3,166 total flight hours and 2,238 hours in the accident airplane make and model. AIRCRAFT INFORMATION The airplane was a 1987 Beech 58 (Baron), serial number TH-1526. It was a six-place, twin-engine airplane, with a retractable tricycle landing gear configuration. The airplane was powered by two 300-horsepower Teledyne Continental Motors IO-550-C engines. The left and right engine serial numbers were 271844-R and 271853-R, respectively. The engines were equipped with 3-blade, constant speed McCauley propellers. Maintenance records showed the most recent annual inspection was completed on November 18, 2009, at a total airframe time of 3,902.6 hours. The left and right engines' most recent 100-hour inspections were completed on November 18, 2009, at a total time since major overhaul of 378.9 hours. The airplane's weight and balance documentation was not located. Based on the weight of the occupants, estimated fuel load, and estimated baggage, the airplane was within the gross weight limitations at the time of the accident. METEOROLOGICAL INFORMATION Weather conditions reported at the time of the accident were clear sky, calm winds, and a temperature of approximately 80 degrees Fahrenheit. The calculated density altitude was approximately 2,300 feet. AIRPORT INFORMATION The Mackinac County Airport is a public, non-towered airport located 2 miles northwest of St. Ignace, Michigan, at a surveyed elevation of 624 feet. The airport features one runway, Runway 7/25, which has a concrete surface, and is 3,800 feet long by 75 feet wide. Fuel records from the 83D airport FBO showed the airplane received 60.33 gallons of fuel prior to the planned departure. Three other airplanes obtained fuel from the FBO prior to the accident airplane. Fuel test results showed no anomalies with the fuel provided by the FBO. WRECKAGE AND IMPACT INFORMATION Initial ground impact was on the northbound lanes of Interstate 75 about 1,000 feet west of runway 25. The debris path was oriented on an approximate 230-degree magnetic heading. The main wreckage, which consisted of the fuselage, empennage, both wings, and right engine, came to rest inverted about 150 feet from the initial impact point. Grass scorched by the postimpact fire extended to the north and around the main wreckage. The fuselage was consumed by fire. The cockpit and instrument panel were destroyed and consumed by fire. The cockpit and cabin seat frames were found separated from their attach fittings. The nose landing gear remained attached and the retract/extend arm was in the retracted position. The empennage was par