Youngstown-Warren

On July 19, 2024, about 1904 eastern daylight time, a Beech B-60 airplane, N23553, was destroyed when it was involved in an accident near Vienna Center, Ohio. The private pilot and two passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Preliminary radar and Automatic Dependent Surveillance-Broadcast (ADS-B) track data obtained from the Federal Aviation Administration (FAA) revealed that the flight departed runway 17 at Plattsburgh International Airport (PBG), Plattsburgh, New York at 1651, destined for John Glenn Columbus International Airport (CMH), Columbus, Ohio. The airplane proceeded to the southwest, and climbed to 16,500 ft. About 50 miles northeast of Youngstown/Warren Regional Airport (YNG), Vienna Center, Ohio, the pilot informed air traffic control that the airplane’s left engine had lost power and he could not maintain altitude. The arrival east radar controller (YNG tower) offered information on close by airports; however, the pilot requested YNG and its longer, 9,003-ft-long runway. While descending to YNG, the airplane circled near the approach end of runway 32, then it proceeded along the centerline of runway 32 while continuing to descend. About 3,000 ft from the departure end of the runway, the data indicated that the airplane was close to field altitude at a ground speed of 131 knots. At the end of the runway, the airplane turned left while at a ground speed of 95 knots. The airplane impacted terrain about ¼ mile west of the departure end of runway 32. A witness, who was on YNG taxiway D, observed the airplane in flight prior to the accident. He stated that the airplane circled near the approach end of runway 32, then proceeded with the approach down runway 32. The airplane was higher than normal when beginning the approach. As the airplane proceeded down the runway, it descended toward the runway; however, it did This information is preliminary and subject to change. not touch down. At the end of runway 32, the airplane pitched up rapidly to the left and began to “flip.” The airplane then descended below his field of view and crashed. The wreckage was located on airport property, outside the confines of the airport’s perimeter fence. The wreckage was found upright and oriented on a 310° heading. A postaccident fire consumed a majority of the wreckage. All structural components of the airplane were found within the wreckage debris path. The landing gear were found in the extended (down) position. The pilot, who owned and operated the airplane, possessed both Canadian and U.S. Federal Aviation Administration private pilot certificates with airplane single engine land and airplane multiengine land ratings. Recorded weather near the time of the accident included wind from 050° at 5 knots, 10 miles visibility, and few clouds at 5,500 ft above ground level.

While enroute in instrument meteorological (IMC) conditions, the pilot of the twin-engine, piston-powered airplane declared an emergency following a loss of power to the right engine. The pilot secured the engine and was provided vectors by air traffic control for an instrument approach procedure at the nearest airport, which he successfully completed. The pilot reported that he flew the approach and landing with the wing flaps retracted and visually acquired the runway about 500 ft above the ground. The airplane touched down on the first third of the runway at 120 knots. The pilot knew he would not be able to stop the airplane on the 3,500-ft long runway but committed to the landing rather than risking a single-engine go-around in IMC. After landing, the airplane continued beyond the departure end of the runway and impacted a berm, collapsing the landing gear and resulting in substantial damage to the airplane. Examination of the engine revealed catastrophic damage consistent with detonation and oil starvation. The damage to the No. 5 cylinder was consistent with a subsequent over pressurization of the crankcase, which likely expelled the crankshaft nose seal and the oil supply. Detonation of the cylinder(s) can create excessive crankcase pressures capable of expelling the crankshaft nose seal. The crankshaft nose seal displacement likely created a rapid loss of oil and the resulting oil starvation of the engine. The fractured connecting rod and high-temperature signatures were consistent with oil starvation. No source or anomaly that would result in engine detonation was identified. According to the Pilot’s Operating Handbook (POH) for the accident airplane, during a single engine inoperative approach, the pilot should maintain an airspeed of 116 kts indicated (KIAS) or above until landing is assured. Once landing is assured, the pilot should extend the gear and flaps, slowly retard the power on the operative engine, and land normally. The airplane’s best single-engine rate of climb speed (blue line) was 106 KIAS, and its minimum controllable airspeed with one engine inoperative (Vmca) was 76 KIAS. The maximum speed for full flap extension (40°) was 132 KIAS. The POH also stated that a single-engine go-around should be avoided if at all possible. The pilot’s decision to commit to the landing was reasonable given the circumstances and the guidance provided by the POH; however, it is likely that his decision to conduct the landing without flaps and the airplane’s excessive airspeed at touchdown resulted in the runway overrun.

While in cruise flight, at 6,000 feet, the left engine lost power. The pilot attempted a restart of the engine, but only about one-half rotation of the left engine propeller was observed, and the engine was secured. The pilot stated that he was unable to maintain altitude and initiated a decent. He requested and was cleared for an instrument approach at an airport where the weather conditions were, 1/4 statute mile of visibility, fog, and a vertical visibility of 100 feet. On the approach, at the minimum descent altitude, the pilot executed a missed approach. As the airplane climbed, the pilot reported to the controller that the 'best altitude [he] could get was 2,200 feet.' A second approach was initiated to the reciprocal runway. While on the second approach, the pilot 'was going to fly the aircraft right to the runway, and told the controller so.' He put the gear down, reduced power, and decided there was 'no hope for a go-around.' He then 'flew down past the decision height,' and about 70-80 feet above the ground, 'added a little power to smooth the landing.' The pilot also stated, 'The last thing I remember was the aircraft nose contacting the runway.' A passenger stated that once the pilot could not see the runway, [the pilot] 'applied power, pitched the nose up,' and attempted a 'go-around' similar to the one that was executed on the first approach. Disassembly of the left engine revealed that the crankshaft was fatigue fractured between connecting rod journal number 2 and main journal number 2. Review of the pilot's operating handbook revealed that the single engine service ceiling, at a weight of 4,800 pounds, was 11,700 feet. The average single engine rate of climb, at a pressure altitude of 6,000 feet, was 295 feet per minute. The average single engine rate of climb, at a pressure altitude of 1,625 feet, was 314 feet per minute. Review of the ILS approach plate for Runway 34 revealed that the decision height was 200 feet above the ground.

The pilot had computed landing performance information for a landing on a wet runway with anti-skid; sufficient runway surface was available. Touchdown was normal, however during the braking process, the airplane started to fishtail and the pilot believed that the anti-skid system had failed. Therefore, the pilot turned the antiskid system off and continued the rollout with normal braking. The airplane went off the departure end of runway 05 and sustained substantial damage. Performance data indicated more runway surface was required for a safe landing on a wet runway without anti-skid assistance. The braking sequence of events described by the pilot resembled dynamic hydroplaning where there was a complete loss of braking effectiveness rather than an anti-skid malfunction. An examination of the airplane failed to disclose any mechanical problems.

After being delayed at least 2 days at Youngstown, OH, due to maintenance problems the pilot departed at approximately 1725 hours with the knowledge that the weather at his destination was ift to lifr. In addition, the pilot was scheduled for a vacation and had expressed hopes of departing on it that evening. The aircraft was seen circling West Point Municipal Airport in and out of low clouds, fog, and/or smoke from a nearby mill. Immediately before the aircraft collided with trees 6.5 miles west of the airport, a witness saw red lights, one on the rear and one close to the front of the aircraft, which was estimated to be flying at approximately tree top level. The pilot, sole on board, was killed.

Before departing Youngstown, OH, the pilot filed two IFR flight plans, one for a flight to Plattsburgh, NY, the other for a return flight from Plattsburgh back to Youngstown. After a 2 hour and 10 minutes flight to Plattsburgh, 70 gallons of fuel was added, but the person who serviced the aircraft indicated the tanks were not full after servicing. The plane then made a 10 minutes flight to Burlington, VT, but no fuel was added at Burlington. The pilot then took off on a return flight to Youngstown. During the descent phase to Youngstown, the pilot requested vectors to the closest airport. He was provide vectors to the Chess Lamberton Airport and advised it was 6 miles away. A short time later, the pilot said the aircraft had lost power. Subsequently, it crashed in rolling, wooded terrain. During an exam, no fuel was found in the aircraft. No other evidence of a malfunction or failure was found. With the passenger and cargo load, a maximum of about 104 gallons of fuel could have been used without exceeding the certificated gross weight of the aircraft. At 45 to 55% power, the aircraft burned 17 to 22 gallons per hour. Wind gusts 30 knots. All six occupants were killed.

While in cruising altitude on a cargo flight from Charlotte to Youngstown, the pilot reported engine problems and elected to divert to Charleston-Kanawha Airport for an emergency landing. After being cleared, he initiated the descent when the airplane went out of control and crashed in flames few miles from the airfield. The aircraft was destroyed and the pilot, sole on board, was killed.

The pilot, on a cargo flight from Youngstown to Pontiac, decided to make a low pass over his mother's house. By night, the airplane struck tree tops and crashed in flames. The aircraft was destroyed and the pilot, sole on board, was killed. He was the leader of a formation of three aircraft when the accident occurred.

For unknown reasons, the twin engine airplane landed hard and bounced. It went out of control and crashed. The pilot, sole on board, was uninjured.

During a night approach to Youngstown Airport while on a cargo flight from Chicago, both engines stopped simultaneously. The airplane lost height, struck trees then crashed in a wooded area. The aircraft was destroyed and the pilot, sole on board, was killed.