As ANN reported over the weekend, Retired USAF Lt. Gen. Harry Goodall (pictured at bottom right of story) died when the small aircraft he was piloting crashed shortly after takeoff from McGregor Municipal Airport around 8:00am September 2, 2006. He was the sole occupant of the Beech Baron (file photo, below) he shared with a number of co-owners. The NTSB has filed a preliminary report on the tragedy that robbed the aviation community of a true American hero...

NTSB Identification: DFW06FA205
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 02, 2006 in McGregor, TX
Aircraft: Beech BE95 A-55, registration: N181Y
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On September 2, 2006, approximately 0755 central daylight time, a twin-engine Beech BE95 A-55 airplane, N181Y, was destroyed when it impacted terrain following a loss of control during takeoff initial climb from the McGregor Municipal Airport (PWG), near McGregor, Texas. The airplane was registered to a private individual and the pilot. The instrument rated commercial pilot, sole occupant of the airplane, was fatally injured. Visual meteorological conditions prevailed and an instrument flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The 525-nautical mile cross-country flight was originating at the time of the accident and was destined for Norfolk, Virginia, with an intermediate fuel stop at the Northwest Alabama Regional Airport (MSL), near Muscle Shores, Alabama.

Several witnesses located adjacent to the accident site reported observing the accident and were interviewed by the Safety Board investigator-in-charge (IIC).

The first witness, who was driving westbound on Highway 84 in front of a convenience store near PWG, reporting that he observed an airplane at a low altitude in a slightly nose high attitude. The witness stated that the airplane suddenly pitched upwards and rolled into a very steep left turn. The airplane continued to descend into terrain in a left wing low attitude and subsequently "bursted into flames." The witness added that he initially thought the airplane was a "crop duster" and at no time did the airplane cross south of Highway 84.

A second witness, who was also driving westbound on Highway 84 reported observing the airplane take off and was climbing out when the airplane "went into a hard bank to the left" and impacted the ground left wing first. The witness added that he did not see any smoke or flames originating from the airplane prior to it impacting the ground. After the airplane impacted the ground, the airplane caught on fire and continued to skid across the open field

A third witness, who was a professional pilot for a freight company had landed on runway 17 and observed the accident airplane holding short of the runway. The pilot rated witness reported that while taxiing to the ramp of the airport, he observed the airplane performing a normal climb out at 200 feet above ground level (agl) when the airplane suddenly pitched upward and into a steep roll to the left. The witness stated that at no time did the airplane cross south of Highway 84 and did not appear like he was turning around. The witness added that he did not see the actual impact with the ground due to a hangar obstructing his view, but did see the airplane trying to level the wings seconds before impact. The witness heard no radio communications on the Unicom frequency from the accident airplane.

According to employees at the Fixed Base Operator (FBO) at PWG, no radio communications were received by the pilot of the accident airplane on the Common Traffic Advisory Frequency (CTAF) of 122.80 megahertz (mHz).

The co-owner of the airplane reported that the FBO refueled the airplane the day prior to the accident. All four fuel tanks were reported to have been "topped" off with 100LL aviation fuel. A flight line technician, who refueled the airplane the day prior of the accident, was interviewed by the IIC. The line technician confirmed that all four fuel tanks were topped-off. The FBO verified that the BP fuel station sump and vessels were free of debris and fuel samples that were extracted were bright and clean on September 6, 2006. The refueling truck that was used to refuel the airplane was also examined and a sample was extracted. The fuel sample was bright and clean. Also, the truck filter was found to be free of debris.

According to the Federal Aviation Administration (FAA), an instrument flight plan was filed but not activated prior to the flight. According to the filed flight plan, the proposed departure time was 0800 and 7,000 feet was requested for an initial altitude, at a proposed true airspeed of 185 knots. The pilot had estimated arriving at MSL at 1058.

The airplane impacted a freshly plowed field approximately 0.17 miles on a heading of 119 degrees from the departure end of runway 17. The Global Positioning System (GPS) coordinates recorded at the accident site using a hand held GPS unit were latitude 31 degrees 28.657 minutes North and longitude 097 degrees 18.926 minutes West at a field elevation of 590 feet mean sea level. The wreckage energy path measured approximately 172 feet in length, oriented on a magnetic heading of 045 degrees.

Examination of the wreckage revealed that all aircraft components were located at the accident site. The landing gear and flaps were found in the retracted position. Flight control continuity was established throughout the airplane to the ailerons, rudder, and elevator from the center section of the fuselage.

At 0755, the automated surface observation system at PWG reported wind from 140 degrees at 8 knots, visibility 10 statute miles, few clouds at 4,000 feet, few clouds at 4,800 feet, scattered clouds at 7,000 feet, temperature 26 degrees Celsius, dew point 21 degrees Celsius, and an altimeter setting of 29.97 inches of Mercury.

The airplane and engines were recovered to Air Salvage of Dallas, near Lancaster, Texas, for further examination.

FMI: www.ntsb.gov/ntsb/brief.asp?ev_id=20060905X01283&key=1