Page 27 - Mar17ABS

2257:28. During this time, the airplane reached an altitude of approximately 2925 feet MSL. About five seconds later the airplane entered a descending right turn that continued until the final data point at 2257:52, 1.83 miles northwest of BKL. The associated altitude was 775 feet MSL.
The pilot held a private pilot certificate with airplane single and multi-engine land, rotorcraft helicopter and instrument airplane category/class ratings. The pilot also held CE-510S and CE-525S type ratings. The pilot’s CE-525S type rating was added Dec. 8, 2016, in the accident airplane. The pilot subsequently completed a simulator-based recurrent training course Dec. 17, 2016 (12 days before his final flight).
Another NTSB Preliminary Report:
A Beech Bonanza impacted trees and terrain during initial climb near Knoxville, Tennessee. The pilot and passenger were seriously injured. Night visual meteorological conditions prevailed for the personal flight, which departed Knoxville Downtown Island Airport (DKX), Knoxville, Tennessee, destined for Moore-Murrell Airport (MOR), Morristown, Tennessee.
The pilot arrived at DKX around 0505 (CDT) to preflight. About 0530 the pilot and his passenger boarded the airplane. The pilot started the airplane and inserted his updated (GPS) data cards. He then taxied to the run-up area for runway 8. While taxiing he listened to DKX’s AWOS. The AWOS was transmitting that the ceiling was at 200 feet, “or something to that effect,” which the pilot “found to be untrue” since he could “look up at the sky and see stars.” This was also not compatible with his weather briefings from the night before or earlier the morning of the accident.
Once the airplane was airborne, and when the entire usable runway was behind him, the pilot raised the landing gear and checked his climb attitude and trim. This was all he could remember about the accident flight. Around 0630, the Morristown, Tennessee 911 communications center received a telephone call from the pilot reporting that he had crashed sometime after departure from DKX.
The airplane had impacted trees and vegetation at an altitude of approximately 10 feet above ground level, about 600 feet from the departure end of the runway. The airplane then impacted in an open field in a level attitude with the landing gear in the up position, and slid on its belly for another 500 feet before coming to rest. Impact with the ground was at high speed with the engine at takeoff power. Examination also revealed that the airplane was equipped with shoulder harnesses though neither the pilot nor passenger had used them.
The recorded weather at KTYS (approximately 11 nautical miles southwest of the accident site), approximately 28 minutes before the accident included calm winds, 10 miles visibility, patches of fog, few clouds at 100 feet, temperature 15 degrees C, dew point 14 degrees C, and an altimeter setting of 30.03 inches of mercury. At approximately 23 minutes after the accident KTYS reported exactly the same. Civil twilight began at 0710, with sunrise occurring 26 minutes later at 0736.
March 2017
The pilot held a private pilot certificate and instrument rating. He had approximately 300 total flight hours, 190 in the accident airplane make and model.
And an NTSB Final (Probable Cause) Report:
A Beechcraft Baron 58 impacted trees and terrain in Palos Hills, Illinois. The private-rated pilot and two passengers sustained fatal injuries. Marginal night visual meteorological conditions prevailed. The flight originated about 2235 (CDT) from the Midway International Airport (MDW), Chicago, Illinois, and was en route to the Lawrence Municipal Airport, Lawrence, Kansas.
At 2228, the pilot contacted MDW controllers to obtain an instrument flight rules (IFR) clearance. The controller was not able to access the flight plan information and requested that the pilot provide him the information by radio transmission. The pilot queried the controller asking if it would be easier to take off under visual flight rules (VFR). The controller informed the pilot that if departing under VFR, he would only need the aircraft type information and the desired direction of flight. The pilot elected to provide the information and received a VFR clearance to depart MDW. During communications between the pilot and controllers, no clearance for flight in instrument conditions was authorized.
Radar data showed the airplane departed runway 22L at MDW and began climbing on runway heading (220 degrees). At 2238:01, the airplane had accelerated to a groundspeed of about 130 knots and climbed to an altitude of about 2200 ft MSL. When the airplane was about 3 nautical miles from MDW, it began
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