Lagrange-Callaway Airport
Aircraft Accident/Incident Report

Lagrange, Georgia 30241
Saturday, February 22, 2014 14:05 EST

On February 22, 2014, at 1405 eastern standard time, a Beech B55, N36638, was destroyed when it collided with terrain following a loss of control during an aborted landing on Runway 31 at LaGrange – Callaway Airport (LGC), LaGrange, Georgia. The certificated commercial pilot, flight instructor, and pilot-rated passenger were fatally injured. Visual meteorological conditions (VMC) prevailed, and no flight plan was filed for the local instructional flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Several witnesses provided statements and their versions of the events that day were consistent throughout. Glider-tow operations were conducted on an intersecting runway (03/21) at the non-tower controlled airport beginning that morning. Many noticed the accident airplane as it was fueled in front of the terminal at 13:35, and subsequently departed. One witness, who observed the accident airplane on final approach for landing, stated that the airplane was "sort of hot and landing long." About 2,000 feet past the runway threshold, the airplane was still airborne, "bobbling" and "searching for the ground." He heard the engines accelerate suddenly to full power as the airplane pitched up into a steep climb, banked left, and rolled inverted. The turn continued until the airplane struck the ground in an 80- to 90-degree nose-down attitude. The witness added, "The airplane never touched down, he was in a flare, and he floated a long way, because his speed was excessive." Several other witnesses stated their attention was drawn to the airplane by the sound of the engines' rapid acceleration. It was at that time they also noticed the towplane and glider departing from runway 03, with the towplane still on the runway, and the glider on tow and flying above the runway. One witness felt that a left turn by the accident airplane to sidestep the runway would have resolved the perceived conflict with the towplane. The witnesses described the radio traffic on the airport's common traffic advisory frequency (CTAF) as "constant" from the glider tow operation throughout the day. Some were unable to recall hearing an inbound radio call from the accident airplane, or a departure radio call from the towplane. Several witnesses distinctly remembered hearing the accident airplane announce "inbound on the ILS runway 31" prior to the accident. Just prior to the accident, several also recalled hearing an "Abort! Abort!" transmission over the CTAF frequency. The pilot held a commercial pilot certificate with ratings for airplane single engine land, multiengine land and instrument airplane. His most recent Federal Aviation Administration (FAA) third class medical certificate was issued on October 21, 2013. He reported 1,642 total hours of flight experience on that date. The certificated flight instructor held ratings for airplane single and multiengine. He also held an airline transport pilot certificate with multiple type ratings. His most recent FAA second-class medical certificate was issued October 4, 2011. He reported 12,100 total hours of flight experience on that date. According to FAA records, the airplane was manufactured in 1980. Its most recent annual inspection was completed July 2, 2013, at 5,109.6 aircraft hours. The airplane accrued 17.8 hours of flight time after the inspection. The wreckage was examined at the accident site on February 23, 2014, and all major components were accounted for at the scene. The wreckage path was oriented 245 degrees magnetic and was 77 feet long. The main wreckage came to rest on its main landing gear in a nearly vertical nose-down attitude. The nose compartment, instrument panel, and cockpit area were all destroyed by impact. The dual engine tachometers displayed rpm readings of 2,810 rpm (left engine) and 2,650 rpm (right engine). Control continuity was established from the cockpit to all flight control surfaces. The main landing gear was down and locked, and the flaps were in the 30-degree down position. The airplane was removed from the site, and a detailed examination of the airframe and both engines completed February 24, 2014 revealed no preimpact mechanical anomalies.

Not Yet Reported