2014 Wichita King Air crash

2014 Wichita King Air crash

Crash site
Accident
Date	October 30, 2014 (2014-10-30)
Summary	Crashed into a building following suspected engine failure at take-off; pilot error
Site	Wichita Mid-Continent Airport, Wichita, Kansas, United States 37°39.592′N97°25.490′W / 37.659867°N 97.424833°W / 37.659867; -97.424833
Total fatalities	4
Total injuries	6
Aircraft
Aircraft type	Beechcraft King Air B200
Operator	Gilleland Aviation
Registration	N52SZ
Flight origin	Wichita Mid-Continent Airport, Wichita, Kansas
Destination	Mena Intermountain Municipal Airport, Mena, Arkansas
Occupants	1
Passengers	0
Crew	1
Fatalities	1
Survivors	0
Ground casualties
Ground fatalities	3
Ground injuries	6

On October 30, 2014, a Beechcraft King Air B200 twin turboprop crashed into a building hosting a FlightSafety International (FSI) training center shortly after taking off from Wichita Mid-Continent Airport in Wichita, Kansas. The pilot, the only person on board, was killed along with three people in the building; six more people in the building were injured.

The National Transportation Safety Board (NTSB) concluded that the crash most likely occurred due to the pilot's inability to successfully control the aircraft after a reduction in power from the left engine.

Accident

The aircraft was operating a non-scheduled repositioning flight to Mena, Arkansas. At 9:47 a.m., the flight was cleared by the control tower to fly the runway heading and climb to 5,000 feet altitude, shortly thereafter the takeoff roll began from runway 1R. Seconds after liftoff, the pilot reported "and tower just declaring an emergency ah we just lost loss the left engine". The aircraft made several oscillations in altitude then began a turn to the left climbing slowly. The Beechcraft continued turning left, missing the top of a hangar on the west side of the runway with marginal clearance.

At 9:48, with the landing gear extended and in a 29 degree slip left, the aircraft impacted the northeast corner of the FSI building at 92 knots while descending at 1,600 feet per minute killing the pilot and three people in the building. The flight duration from lift off to impact was 26 seconds with the aircraft reaching a maximum altitude of approximately 120 feet above ground level (AGL). ^{[1] [2] [3]}

The three people killed in the building were trapped inside one of several flight simulators installed at the facility. The impact and fire destroyed most of the aircraft and the FSI building sustained fire and structural damage. ^[4]

Aircraft and crew

The King Air B200 serial number BB-1686, was manufactured in 2000 and was powered by two Pratt & Whitney PT6A-42 turboprop engines turning four bladed Hartzell constant-speed propellers. The aircraft was owned and operated by Gilleland Aviation Inc who had purchased it two days prior to the accident flight. On October 22, 2014, major scheduled maintenance was completed, including internal inspections of both engines. The Beechcraft logged 1.4 hours flight time and two takeoff/landing cycles since this maintenance. Total airframe hours was 6,314 with 7,257 cycles at the time of the crash. ^{[1] [3]}

The pilot and sole occupant of the aircraft was 53-year-old Mark Goldstein, a retired Air Traffic Controller from Wichita who held a valid Federal Aviation Administration (FAA) second-class medical certificate. ^[5] Investigators determined he had at least 3,139 total flight hours, of which 2,843 were in multiengine airplanes. ^[1]

Investigation

Inspection of the aircraft systems, engines and propellers found no irregularities that could have prevented normal operation. In depth scrutiny of the propellers combined with a sound spectrum analysis led investigators to conclude the left engine was probably generating low to moderate power and the right engine was at a moderate to high power setting at the time of impact. Other evidence, including video taken by cameras around the airport, suggested that considerable left rudder input was applied by the pilot shortly before the crash. Correct reaction to a reduction in power from the left engine would have been right rudder input. ^[1]

Examination of the CVR revealed it had survived the crash with usable data intact. On the day of the accident at 9:46:13 a.m., sounds of the pilot performing an engine run up test were recorded along with the words "prop test" in a whispered voice. 35 to 45 seconds later the word "trim" was whispered, followed eight seconds later by a two word phrase starting with an expletive and ending in "it". ^[6]

At 9:47:52, the words "We have eighty knots, feathers armed" were spoken, and at 9:48:01, the sound of the propellers operating unsynchronized was recorded. At 9:48:05, a two word phrase starting with the word "the" and ending with an expletive was recorded, then at 9:48:16, the pilot radioed the tower saying "and tower just declaring an emergency ah we just lost loss the left engine" followed almost immediately by the sound of the stall warning horn. The horn was recorded twice more than at 9:48:25 the pilot spoke a phrase starting with an expletive and ending "we're going in we're dead". ^{[1] [3] [6]}

Emergency procedures call for the malfunctioning engines propeller to be feathered and the landing gear to be retracted for an engine failure during takeoff. Inspection of the aircraft revealed that neither propeller was feathered and the landing gear was extended. The aircraft was equipped with an autofeather system and a rudder boost system but their operational condition at the time of the crash is unknown due extensive post-crash fire damage. On March 1, 2016, the NTSB released its final report on the accident and states under the heading Probable Cause and Findings that:

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot's failure to maintain lateral control of the airplane after a reduction in left engine power and his application of inappropriate rudder input. Contributing to the accident was the pilot's failure to follow the emergency procedures for an engine failure during takeoff. Also contributing to the accident was the left engine power reduction for reasons that could not be determined because a postaccident examination did not reveal any anomalies that would have precluded normal operation and thermal damage precluded a complete examination. ^[1]

Aftermath

A year after the accident, in October 2015, FlightSafety announced that the damaged portion of the training center was to be torn down, and the land occupied by the building returned to the city of Wichita. ^[7]

See also

• 2006 New York City plane crash

References

1. "National Transportation Safety Board Aviation Accident Final Report". ntsb.gov. National Transportation Safety Board. March 2016. CEN15FA034. Archived from the original on October 13, 2018. Retrieved September 2, 2018.
2. "Cockpit Voice Recorder - Group Chairman's Factual Report" (PDF). ntsb.gov. National Transportation Safety Board. February 23, 2016. Retrieved September 2, 2018.
3. Ranter, Harro (2014). "Accident description Thursday 30 October 2014". aviation-safety.net. Aviation Safety Network. Archived from the original on October 30, 2014. Retrieved September 3, 2018.
4. Plumlee, Rick; Finger, Stan; Leiker, Amy Renee (October 31, 2014). "Three bodies, cockpit voice recorder recovered from plane-crash site". The Wichita Eagle . Retrieved October 31, 2014.
5. Ryan, Kelsey (October 30, 2014). "Pilot in Wichita airport crash 'very experienced,' friends say". The Wichita Eagle. Retrieved November 30, 2020.
6. Katz, Peter (July 2016). "King Air Crash In Wichita". planeandpilotmag.com. Madavor Media's Aviation Division. Archived from the original on August 6, 2016. Retrieved October 7, 2018.
7. McCoy, Daniel (October 29, 2015). "FlightSafety to tear down portion of building damaged by Wichita plane crash". Wichita Business Journal. Retrieved November 24, 2018.