National Transportation Safety Board

Aviation Accident Final Report

Location: Myerstown, PA Accident Number: ERA16LA077

Date & Time: 12/22/2015, 1735 EST Registration: N4314S
Aircraft: BEECH A36 Aircraft Damage: Substantial
Defining Event: Loss of control in flight Injuries: 4 Serious
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis

According to the commercial pilot, he conducted a pre-takeoff engine run-up with no

anomalies noted. He taxied to the runway and started the takeoff roll; as the airplane reached
takeoff speed, the airplane became airborne, and he reached over to raise the landing gear. He
said that it "seemed" like he had a loss of engine power, and when he checked the instrument
panel, he noticed that the attitude indicator was on a 10 to 15° left bank. He leveled the wings
and tried to continue the climb, but the airplane impacted the ground and "bounced" before
coming to a stop. Postaccident examination of the engine and its components revealed no
evidence of preimpact mechanical malfunctions or failures that would have precluded normal
operation. It is likely that when the pilot reached over to raise the landing gear, his lapse in
attention resulted in a loss of control of the airplane.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

The pilot's failure to maintain control of the airplane during climbout due to his distraction
with raising the landing gear.

Findings
Personnel issues Task monitoring/vigilance - Pilot (Cause)
Aircraft control - Pilot (Cause)

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Factual Information

On December 22, 2015, about 1735 eastern standard time, a Beech A36, N4314S, was
substantially damaged following a collision with terrain during climbout near Myerstown,
Pennsylvania. The commercial pilot and three passengers sustained serious injuries. The
airplane was privately owned and operated under the provisions of 14 Code of Federal
Regulations Part 91 as a personal flight. Instrument meteorological conditions were reported
at the airport about the time of the accident, and an instrument flight plan was filed. The flight
was originating at the time of the accident.

According to the pilot, after conducting his preflight inspection he prepared for departure. He
noted that a "haze" started to fill around the airport but was not concerned with weather
related issues. He conducted a pre-takeoff run up and everything checked out "ok." He taxied
to the runway and started the takeoff roll; as the airplane reached take off speed he rotated, got
airborne and reached over to raise the landing gear. He said that it "seemed" like he had a loss
of engine power and when he checked the instrument panel, he noticed that the attitude
indicator was on a 10 to 15 degree left bank. He immediately leveled the wings and kept the
yoke "back" to continue the climb. However the airplane impacted the ground and "bounced"
before coming to a stop.

Initial examination of the airplane by a Federal Aviation Administration (FAA) inspector

revealed that the
engine's bottom side sustained impact-related damage that displaced the induction system,
fractured the oil sump, and damaged the engine nacelle, all of which precluded a test run.
Besides the impact-related damage, no pre-accident anomalies were noted that would have
prevented the engine from being able to produce full, rated power. The engine's fuel system
components were removed from the aircraft for further examination and testing. The
components were tested on production test stands using production specifications. Though the
components did not meet production specifications throughout their entire test ranges, they
were capable of performing their normal functions adequately and with any differences
between the specifications. The observed values can be attributed to normal adjustments that
are conducted in the field by maintenance personnel. No pre-accident anomalies were noted
with any of the components that would have precluded their ability to perform normally.

History of Flight
Initial climb Loss of control in flight (Defining event)
Uncontrolled descent Collision with terr/obj (non-CFIT)

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Pilot Information
Certificate: Commercial; Private Age: 37, Male
Airplane Rating(s): Multi-engine Land; Single-engine Seat Occupied: Left
Land
Other Aircraft Rating(s): None Restraint Used:
Instrument Rating(s): Airplane Second Pilot Present: No
Instructor Rating(s): None Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations Last FAA Medical Exam: 10/21/2015
Occupational Pilot: No Last Flight Review or Equivalent: 08/20/2015
Flight Time: 914 hours (Total, all aircraft), 133 hours (Total, this make and model), 144 hours (Last 90 days,
all aircraft), 43 hours (Last 30 days, all aircraft), 3.2 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: BEECH Registration: N4314S
Model/Series: A36 UNDESIGNAT Aircraft Category: Airplane
Year of Manufacture: 1975 Amateur Built: No
Airworthiness Certificate: Utility Serial Number: E-681
Landing Gear Type: Retractable - Tricycle Seats: 4
Date/Type of Last Inspection: 01/18/2015, Annual Certified Max Gross Wt.: 3650 lbs
Time Since Last Inspection: 180 Hours Engines: 1 Reciprocating
Airframe Total Time: 4559.17 Hours as of last Engine Manufacturer: Teledyne Continental
inspection
ELT: C91A installed, not activated Engine Model/Series: IO-520-BB
Registered Owner: AB HOLDINGS LLC Rated Power: 285 hp
Operator: On file Operating Certificate(s) None
Held:

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Meteorological Information and Flight Plan
Conditions at Accident Site: Instrument Conditions Condition of Light: Night
Observation Facility, Elevation: MUI, 4878 ft msl Distance from Accident Site: 12 Nautical Miles
Observation Time: 1758 EST Direction from Accident Site: 295°
Lowest Cloud Condition: Unknown Visibility 6 Miles
Lowest Ceiling: Overcast / 700 ft agl Visibility (RVR):
Wind Speed/Gusts: 2 knots / Turbulence Type / None
Forecast/Actual:
Wind Direction: 30° Turbulence Severity /
Forecast/Actual:
Altimeter Setting: 29.98 inches Hg Temperature/Dew Point: 11°C / 11°C
Precipitation and Obscuration: No Obscuration; Light - In the Vicinity - Drizzle
Departure Point: Myerstown, PA (9D4) Type of Flight Plan Filed: IFR
Destination: Parkersburg, WV (PKB) Type of Clearance: IFR
Departure Time: 1730 EST Type of Airspace: Class G

Airport Information
Airport: Deck Airport (9D4) Runway Surface Type: Asphalt
Airport Elevation: 5233 ft Runway Surface Condition: Dry
Runway Used: 1/19 IFR Approach: None
Runway Length/Width: 3786 ft / 50 ft VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 Serious Aircraft Damage: Substantial
Passenger Injuries: 3 Serious Aircraft Fire: None
Ground Injuries: N/A Aircraft Explosion: None
Total Injuries: 4 Serious Latitude, Longitude: 40.352222, -76.329722 (est)

Administrative Information
Investigator In Charge (IIC):
Additional Participating Persons:
Publish Date:
Note:
Investigation Docket:
Eric Alleyne Report Date: 02/11/2020
Gary Martin; FAA FSDO; Harrisburg, PA
Nicole L Charnon; Continental Motors; Mobile, AL
Henry J Soderlund; Textron; Wichita, KS
02/11/2020
The NTSB did not travel to the scene of this accident.
http://dms.ntsb.gov/pubdms/search/dockList.cfm?mKey=92483

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 The National Transportation Safety Board (NTSB), established in 1967, is an independent federal agency mandated
by Congress through the Independent Safety Board Act of 1974 to investigate transportation accidents, determine
the probable causes of the accidents, issue safety recommendations, study transportation safety issues, and evaluate
the safety effectiveness of government agencies involved in transportation. The NTSB makes public its actions and
decisions through accident reports, safety studies, special investigation reports, safety recommendations, and
statistical reviews.

The Independent Safety Board Act, as codified at 49 U.S.C. Section 1154(b), precludes the admission into evidence
or use of any part of an NTSB report related to an incident or accident in a civil action for damages resulting from a
matter mentioned in the report. A factual report that may be admissible under 49 U.S.C. § 1154(b) is available here.

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