Loss of engine power (partial): Beechcraft A36 Bonanza, N1089W, fatal accident occurred on July 22, 2024, at Long Island MacArthur Airport (ISP/KISP), Ronkonkoma, New York

• Location: Ronkonkoma, New York 
• Accident Number: ERA24FA318 
• Date & Time: July 22, 2024, 18:12 Local 
• Registration: N1089W 
• Aircraft: Beech A36 
• Aircraft Damage: Substantial 
• Defining Event: Loss of engine power (partial) 
• Injuries: 2 Fatal
• Flight Conducted Under: Part 91: General aviation - Personal 

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https://data.ntsb.gov/Docket?ProjectID=194747

On July 22, 2024, at 1812 eastern daylight time, a Beech A36 airplane, N1089W, was substantially damaged when it was involved in an accident near Ronkonkoma, New York. The private pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

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.

- Probable Cause: A loss of engine power during initial climb for undetermined reasons. Contributing to the outcome was the pilot's failure to maintain control of the airplane following the loss of engine power and his decision to perform an intersection takeoff which, reduced the available landing distance following the loss of engine power.

The pilot’s last aviation medical examination was in July 2018. At that time, he reported no active medical conditions or medication use. He was issued a third-class medical certificate without limitation. That certificate subsequently expired.

The pilot also completed a BasicMed course, most recently in August 2021, and reported completing a BasicMed Comprehensive Medical Examination Checklist, most recently in July 2018. These were beyond their expiration dates when the accident occurred. At the time of the accident, the pilot did not possess current medical certification and did not meet requirements to fly under BasicMed provisions.