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.
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N2063G
- History of Flight:
On April 13, 2026, at about 1308 local time, a privately-registered Beechcraft 58 Baron, N2063G, was destroyed when it was involved in an accident in New Market, Tennessee. The pilot and passenger were fatally injured. The personal flight originated from the Downtown Island Airport (DKX/KDKX), Knoxville, Tennessee, at 1241 LT.
According to flight-tracking history;
- On April 4, 2026, the airplane flew a short ~50 minute local flight from DKX.
- On April 8, 2026, the airplane flew a cross-country flight from DKX to Northwest Alabama Regional Airport (KMSL), Muscle Shoals, Alabama.
- On April 11, 2026, the airplane flew a short local flight out of DKX where it conducted three touch and go(es) at the airport.
- On April 13, 2026, the airplane departed on the accident flight, the purpose of the flight is still unknown.
According to Automatic dependent surveillance-broadcast (ADS-B) data (figure 1), the airplane departed KDKX and entered a climbing right turn to an altitude of 3,200 ft. At 1246 LT, the airplane started an approach (with the assistance of the autopilot it seems) to Gatlinburg-Pigeon Forge Airport (GKT/KGKT), Sevierville, Tennessee. The airplane appeared to be at the correct altitudes and numbers during the approach. The airplane conducted a touch and go and started a climbing left hand turn to an altitude 3,675 ft towards IDAXE. At 1258 LT, the airplane initiated a wide 360 loop while maintaining cruise altitude after reaching PENCE (figure 2). At 1304:19, the airplane entered a left turn, and started a shallow climb to 3,900 ft as ground speed values began to slow down from 165 knots to 60 knots (at this point, the autopilot was turned off, see figure 3). At 1305:32, the airplane exited the climb and began a 2000 feet per minute (fpm) descent towards 3350 ft. At about 1305:22, the airplane leveled off at 3,400 ft and 125 knots groundspeed, and almost immediately started another climb 3,725 ft. At the top of this climb, the airplane reached a groundspeed of 43 knots before it entered a 3000 feet per minute (fpm) descent to 3,500 ft. At 1306:26, the airplane entered a rapid climb with a reported entry groundspeed of 70 knots. At 1306:34, the airplane reached 3,750 ft and 41 knots GS and entered yet another 4000 feet per minute (fpm) descent to 3,300 ft. At 1306:44, the airplane leveled off and entered a climbing left hand turn to 4,000 ft. At 1308:11, the airplane was at 4,025 ft and 88 knots GS. At 1308:26, the airplane was at 4,075 ft and 59 knots GS and an 800 feet per minute (fpm) climb. At 1308:29, the airplane entered a descent from that altitude. At 1308:35, the airplane was at 3,800 ft, 27 knots GS, with a reported rate of -3200 feet per minute (fpm). At 1308:36, the airplane was at 3,300 ft, 24 knots GS, and -8000 feet per minute (fpm) rate. The last ADS-B data point was captured at 1308:44 in the vicinity of the accident site, the airplane was at 2,850 ft, 25 knots groundspeed, and -9200 feet per minute (fpm) rate.
Figure 1: ADS-B exchange data ran through Flysto.
Figure 2: Closer view of approach and go-around at KGKT.
Figure 3: Towards end of track.
Figure 4: End of track.
Figure 5: 3D view towards end of track with vertical speed chart.
There is one known witness who saw an explosion and reported the accident, but there are no known witnesses for the moments leading to the accident itself.
The FAA reported: "Aircraft crashed under unknown circumstances and post crash fire."
For additional figures, see end of the post.
- Pilot Information:
Unknown.
- Aircraft Information:
The accident airplane was a Beechcraft model 58 airplane, serial number TH-1002, manufactured in 1979. It was a six-seat twin-engine monoplane with a retractable tricycle landing gear configuration. The airplane was powered by two horsepower Continental IO-520 reciprocating engines.
The airplane's maximum gross weight was 5,500 lbs.
According to the Pilot Operating Handbook (POH):
MANEUVERS
This is a normal category airplane. Acrobatic maneuvers, including spins. are prohibited.
KINDS OF OPERATION
This airplane is approved for the following type operations when the required equipment is installed and operational as defined here in:
1. VFR day and night
2. IFR day and night
The minimum control speed (Vmca) was 81 knots CAS/IAS. The stall speed was 73 knots IAS.
SPINS
If a spin is entered inadvertently: Immediately move the control column full forward, apply full rudder opposite to the direction of the spin and reduce power on both engines to idle. These three actions should be done as near simultaneously as possible; then continue to hold this control position until rotation stops and then neutralize all controls and execute a smooth pullout. Ailerons should be neutral during recovery
NOTE
Federal Aviation Administration Regulations do not require spin demonstration of airplanes of this weight; therefore, no spin tests have been conducted. The recovery technique is based on the best available information.
SPINS
A major cause of fatal accidents in general aviation airplanes is a spin. Stall demonstrations and practice are a means for a pilot to acquire the skills to recognize when a stall is about to occur and to recover as soon as the first signs of a stall are evident. If a stall does not occur - A spin cannot occur. It is important to remember however, that a stall can occur in any flight attitude, at any airspeed, if controls are misused.
- Wreckage and Impact Information:
The airplane impacted an open field and was consumed by post crash fire. The wreckage was highly fragmented. There was no debris field leading to the main wreckage, which consisted of remains from the fuselage, both wings and tail. The lack of a notable debris field, and based on preliminary ADS-B data, the impact appears consistent with a low altitude aerodynamic stall/spin, with little to no forward airspeed.
Figure 6: Wreckage
- Additional Information:
Following a series of fatal accidents in Beech Baron- and Travel Air-series airplanes, the National Transportation Safety Board issued Safety Recommendations A-81-49 through -53 on May 7, 1981, because of the propensity of these airplanes to enter flat spins under conditions of high asymmetric power and low speed. Training for a potential emergency, such as an engine-out condition, "may be more hazardous than the emergency itself." In 1974, the U.S. Army issued a report on the stall characteristics of the Beech T-42A, which is like the B55B and D95A airplanes. Section 3, page 6, of the Beech D95A Owner's Manual states: "This is a normal category airplane. Maneuvers, including spins, are prohibited." Section 4, page 9, states: "If a spin is entered inadvertently, cut the power on both engines. Apply full rudder opposite the direction of rotation and then move the elevator forward until rotation stops. When the controls are fully effective, bring the nose up smoothly to a level flight attitude. Don't pull out too abruptly."
According to the FAA Airplane Flying Handbook:
No multi-engine airplane is certified for spins, and their spin characteristic is generally poor. As very few twins have been spin tested (none are required to), the recommended spin recovery techniques are based only on the best information available. The departure from controlled flight may be quite abrupt and possibly disorienting.
FAA Advisory Circular AC 61-67C, dated, January 6, 2016, stated, in part, “A flat spin is characterized by a near level pitch and roll attitude with the spin axis near the [center of gravity] CG of the airplane. Recovery from a flat spin may be extremely difficult and, in some cases, impossible.
The FAA Airplane Flying Handbook (FAA-H-8083-3C) stated, in part, “The AFM/POH-published VMC is determined with the critical engine inoperative. The critical engine is the engine whose failure had the most adverse effect on directional control. On twins with each engine rotating in conventional, clockwise rotation as viewed from the pilot's seat, the critical engine will be the left engine.”
In March 2006, Raytheon Aircraft Corporation (RAC) issued Safety Communiqué No. 249, "Spin Avoidance and Spin Recovery Characteristics," which includes the following information:
A spin can occur whenever an airplane is stalled and is subject to yaw input. Yaw input can be provided by rudder, asymmetric power, aileron, p-factor, or any combination of these forces. Any time asymmetric power is allowed to continue through spin entry and into a developed spin, a dangerous and possible unrecoverable spin (to the left or right) could be encountered.
- Weather:
(1) METARs:
METAR KMOR 131635Z AUTO 25012KT 10SM 24/08 A3030 RMK A01
METAR KMOR 131655Z AUTO 24008KT 220V280 10SM 24/09 A3030 RMK A01
METAR KMOR 131715Z AUTO 24014KT 10SM 24/08 A3029 RMK A01
METAR KMOR 131730Z AUTO 26012G17KT 10SM 24/09 A3029 RMK A01
(2) Area Forecast Discussion:
Area Forecast Discussion
National Weather Service Morristown TN
123 PM EDT Mon Apr 13 2026
...New DISCUSSION, AVIATION...
.KEY MESSAGES...
Updated at 121 PM EDT Mon Apr 13 2026
- A warming trend with above normal temperatures expected through
this week. Record highs are possible.
- There is very limited chances for light rain through the
forecast period. This will result in worsening drought and fire
weather conditions.
&&
.DISCUSSION...
Issued at 121 PM EDT Mon Apr 13 2026
A large high pressure ridge will remain over FL/Gulf/western
Atlantic through this forecast period, which will provide above
normal temperatures and generally dry conditions to the Southern
Appalachians and TN Valley.
We are seeing a good amount of cloud cover today from a jet streak
and shortwave trough passing by to our north, but once that passes
to our east tonight, mostly sunny clear will return. High temps
tomorrow will approach records for the date, with the same expected
on Wednesday. Low RH values will be of concern for fire weather
interests, bottoming out in the 25-35% range both days for most
locations, but thankfully the SW winds will be mainly in the 5-15
mph range. With these lighter winds, we do not anticipate the need
for any Fire Danger statements over the next few days.
Models show the ridge drifting southward a bit on Thursday, allowing
a mid/upper level trough and jet streak to cross the region. NBM has
been trending higher with rain chances, which are now in the chance
range north of I-40 Thursday afternoon and evening. Looking at the
NAM forecast soundings Thursday afternoon, there is a strong stable
and dry layer that will have to be overcome for any measureable
precip, leading to skepticism of the NBM PoPs. Don`t get your hopes
up for any meaingful rainfall just yet. Highs will be pushing near
records again on Friday and Saturday as the ridge amplifies
northward again. Better rain chances may exist on Sunday as models
show a deeper trough developing over the Plains that could push a
cold front through our area.
Daily Record High Maximum Temperatures
Date Chattanooga Knoxville Tri-Cities Oak Ridge
04-14 87(2010) 86(1887) 85(1938) 88(2017)
04-15 87(2006) 87(1936) 85(1945) 86(2024)
04-16 89(2002) 87(1896) 87(2002) 88(2002)
04-17 91(1955) 90(1896) 85(2002) 88(1955)
04-18 90(2002) 90(1896) 87(2002) 89(2002)
04-19 91(2002) 90(1941) 90(1941) 90(2002)
&&
.AVIATION...
(18Z TAFS)
Issued at 121 PM EDT Mon Apr 13 2026
Gusty winds will be the main aviation impact through this
afternoon, reaching around 25 kt. Winds will drop under 10 kt
around 21-23Z, then increase again tomorrow around noon, with
gusts to 20 kt possible.
&&
.PRELIMINARY POINT TEMPS/POPS...
Chattanooga Airport, TN 60 87 59 88 / 0 0 0 0
Knoxville McGhee Tyson Airport, TN 60 85 60 87 / 0 10 0 0
Oak Ridge, TN 58 85 58 87 / 10 10 0 0
Tri Cities Airport, TN 54 83 57 85 / 10 10 0 0
&&
.MRX WATCHES/WARNINGS/ADVISORIES...
NC...NONE.
TN...NONE.
VA...NONE.
&&
- Additional Figures:
Figure: Groundspeed values during go-around and towards end of track portions
Figure: Altitude values during go-around and towards end of track portions
Figure: Vertical rate values during go-around and towards end of track portions
Figure: Turn rates during go-around and towards end of track portions
