Beech A36 accident near Ronkonkoma, New York, July 22, 2024

The NTSB's narrative final · quoted from the NTSB record

The commercial pilot and passenger were departing on a cross-country flight. For reasons unknown, the pilot asked for and received clearance for an intersection takeoff, which reduced the available runway from about 7,000 ft to about 4,000 ft. Security video showed the airplane during the takeoff roll, liftoff, and initial climb, which all appeared normal. The landing gear were retracted before the airplane disappeared out of the camera frame. The takeoff roll through liftoff was about 1,300 ft-long with a groundspeed that began decreasing during the initial climb. An eyewitness stated that the takeoff appeared normal, but that as the airplane was climbing, he heard “sputtering” then a “loud pop.” The airplane turned to the left before it descended and impacted terrain immediately off the paved runway threshold. Postaccident examination of the airframe revealed signatures consistent with the airplane being in a left wing and nose low attitude at impact. During the examination of the airframe and engine, no evidence of any mechanical malfunctions or failures that would have precluded normal operation could be identified. Despite these findings, based on the witness descriptions of abnormal engine noise and the observed groundspeed decrease during the takeoff, it is likely that there was at least some partial loss of engine power of undetermined magnitude and origin during the initial climb. As a result, when the pilot detected the loss of engine power and performance, he should have immediately decreased the airplane’s pitch attitude in order to maintain airspeed and gain forward visibility. It could not be determined whether the left turn/wing drop observed by the witness and exhibited by the impact signatures observed on the wreckage was the initiation of a turn or the beginning of a loss of control. Regardless, the airplane’s contact with the ground in a left wing low attitude was not consistent with the airplane touching down in a controlled manner, which increased the severity of the accident. Additionally, the pilot’s decision to perform an intersection takeoff, rather that utilize the runway’s full length, reduced the usable runway with which to perform a forced landing in the event of any abnormal situation that would have necessitated rejecting the takeoff or performing a forced landing immediately after takeoff. Based on the results of postaccident toxicological testing, the pilot had used the antidepressant medication citalopram. He did not hold a current FAA medical certificate, and the FAA had no record of his citalopram use or underlying condition. Whether he was experiencing any impairing effects of an underlying condition such as depression, or any adverse side effects of citalopram use, could not be determined from the reviewed evidence.

The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.

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