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CHI04LA227

2004-08-15 · Anderson, Indiana, United States · Minor · 1 aircraft · Status: Completed

Airport AID

Aircraft involved

Probable cause & findings

The in-flight loss of engine power during downwind for undetermined reasons. A factor was the tree the airplane impacted during the forced landing.

Factual narrative

HISTORY OF FLIGHT

On August 15, 2004, about 1528 central daylight time, a Beech V35B, N6411S, operated by a private pilot, sustained substantial damage on impact with trees and terrain during a forced landing following an in-flight loss of engine power on downwind for runway 12 at Anderson Municipal Airport - Darlington Field (AID), near Anderson, Indiana. The personal flight was operating under 14 CFR Part 91. Visual meteorological conditions prevailed at the time of the accident. No flight plan was on file. The pilot reported minor injuries. The local flight originated from AID. The pilot's accident report stated: On August 15, I arrived at Anderson Darlington Field at about 2:30 p.m. in advance of a planned and filed IFR flight to Allentown, PA filed for 3:00 p.m. The plane had been out of service for 3 weeks for it's normal annual inspection. Over the past few weeks I had had several conversations regarding the maintenance necessary since a cylinder (#2) had to be replaced. The mechanic ... had reported oil leaks and difficulty resolving them. I was told the aircraft had been signed-off and released to fly that morning (8/15). And that it had been adequately tested. I did a complete pre-flight inspection and noticed several small cosmetic things I was concerned about, but my main concern was a mis-fitting dipstick. The mis-fitting was difficulty in inserting the stick and an inadequate seal once inserted. [The mechanic] came to the airport at my request, and assured me the plane was flight worthy and that the dipstick fit was normal. We made a few minor adjustments including a new gasket and that seemed to tighten the dipstick cap. Considering the problems that had been encountered during the annual, I wanted to conduct a test flight staying in the pattern to be sure there were no oil leaks and/or other problems. I contacted the tower after a fairly normal start-up (a few extra turns were required but the engine then ran fine) and taxied to Runway 12. All checklist items appeared normal. Run-up was normal and temps (cylinder & head) were okay. I was paying special attention to the temps of the cylinder that had been replaced. Oil pressure was OK. Tower cleared me for take-off. I told the tower it was a test flight and I would remain in the pattern. Tower requested I report left base and I acknowledged. Take-off was normal and the plane was making full power. I climbed to pattern attitude while turning left downwind. When I reduced power about mid-field, the engine ran fine at first but then began missing. I checked the mixture setting and confirmed full rich. I then applied more power and the engine responded but quickly sputtered. I noticed cylinder temps were high and switched fuel tanks. During this process, I alerted the tower I was having an engine problem and he cleared me for a landing on Runway 12. I had already initiated a turn to the field and lowered the gear. The engine was turning, but not making power. Continuing emergency procedures, I held the aircraft level and made best gliding speed. Gear was down but flaps were not extended. I saw that I was not going to make the field and notified the tower. I flew into the tops of a clump of trees on the north side of [Indiana State Road] 32 and the plane spun (rotated) to the left and settled into a spot next to the road and a bridge. Several motorists came to help me out of the plane and, after opening the door, I walked up to the road to await emergency officials. I had a cut on my eye and many bumps and bruises and the ambulance arrived and transported me to Anderson Community Hospital where I was treated and remained overnight for observation. I provided essential emergency information to local police and emergency officials at the scene and at the hospital. I also completed a blood and urine sample as was requested. The plane was destroyed in the accident and was removed by Anderson Airport officials to my hanger for examination.

PERSONNEL INFORMATION

The pilot held a private pilot certificate for single engine land airplanes. He held an instrument rating. He reported 912 hours of total flight time and 427 hours of flight time in the same make and model as the accident airplane. His most recent Federal Aviation Administration (FAA) third class medical certificate was issued on January 9, 2004.

AIRCRAFT INFORMATION

N6411S, a 1975-model Beech V35B, was a low wing, single-engine, six-place airplane, which had retractable tricycle landing gear. The airplane was equipped with a fuel-injected, air-cooled six-cylinder, horizontally-opposed Continental IO-550-B5 engine, serial number 281695-R, which was derated to 285 horsepower, and a McCauley 3-bladed, all-metal, constant-speed propeller. According to the aircraft's maintenance records, the last recorded annual inspection was dated July 3, 2003. Those records showed that the engine and propeller were installed on the aircraft on November 23, 1992, in accordance with supplemental type certificate SA1835SO. The pilot reported and billing records showed that the current annual inspection was completed on August 15, 2004. A receipt dated August 15, 2004, showed 3.1 gallons of 100 low lead fuel was added to top off the airplane's fuel tanks. An excerpt from the airplane's flight manual stated: ENGINE FAILURE The most probable cause of engine failure would be loss of fuel flow or improper functioning of the ignition system. DISCREPANCY CHECKS (Loss of engine power, loss of fuel flow, rough running engine, etc.) 1. Rough Running Engine a. Mixture - FULL RICH, then lean as required. b. Magneto/Start Switch - CHECK on BOTH position 2. Fuel Flow Gage - CHECK (fuel flow abnormally low) a. Mixture - FULL RICH b. Auxiliary Fuel Pump - ON c. Auxiliary Fuel Pump - OFF if performance does not improve in a few moments 3. Fuel Quantity Indicator - CHECK (Fuel tank being used is empty) a. Select other tank (check to feel detent)

METEOROLOGICAL INFORMATION

At 1530, the recorded weather at AID was: Wind 120 degrees at 6 knots; visibility 10 statute miles; sky condition clear; temperature 23 degrees C; dew point 13 degrees C; altimeter 30.27 inches of mercury.

AIRPORT INFORMATION

The East Central US Airport/Facility Directory (A/FD) indicated AID's field elevation was 919 feet. The A/FD listed two runways, 12/30 and 18/36. The A/FD showed that runway 12/30 was asphalt-surfaced, 5,400 feet long, and 100 feet wide. Visual approach slope indicators service both ends of that runway. The A/FD showed that runway 18/36 was asphalt-surfaced, 3,400 feet long, and 75 feet wide.

WRECKAGE AND IMPACT INFORMATION

The Anderson Police incident report stated that the airplane came to rest approximately in the 2900 block of Indiana East State Road 32. Photographs showed that the accident site was northwest of the approach end of runway 12 about a quarter mile. The engine separated from the airplane. The propeller remained attached to the engine. The leading edge of the left wing exhibited an area that was crushed rearward in a semicircular shape about the midspan of the wing.

SURVIVAL ASPECTS

The pilot reported that shoulder harnesses were not installed and that he sustained facial injuries during the accident.

TESTS AND RESEARCH

The installed EDM 700 engine analyzer was shipped to its manufacturer, JP Instruments, for downloading of its data. That model was an early model that did not contain memory. The engine was shipped to its manufacturer for examination. The Y-shaped intake manifold was crushed. Sections of intake manifold were cracked. The casting over the engine driven fuel pump's bellows was cracked. The oil cooler was cracked. Removed spark plugs were gray to brown in color. The damaged sections of the intake manifold were replaced with serviceable units. The fuel pump's casting was replaced with a serviceable casting. The oil cooler was replaced with a serviceable cooler. The engine was test run and it produced rated power. The engine's throttle was rapidly advanced and the engine accelerated to rated power.

ADDITIONAL INFORMATION

The parties to the investigation included the FAA and Teledyne Continental Motors. The aircraft wreckage was released to a representative of the insurance company. The airplane sustained substantial damage on impact with trees and terrain during a forced landing following an in-flight loss of engine power while on downwind. The pilot's accident report stated, "The plane had been out of service for 3 weeks for it's normal annual inspection. Over the past few weeks I had had several conversations regarding the maintenance necessary since a cylinder (#2) had to be replaced. The mechanic ... had reported oil leaks and difficulty resolving them. I was told the aircraft had been signed-off and released to fly that morning (8/15). And that it had been adequately tested. ... Run-up was normal and temps (cylinder & head) were okay. ... Take-off was normal and the plane was making full power. I climbed to pattern attitude while turning left downwind. When I reduced power about mid-field, the engine ran fine at first but then began missing. I checked the mixture setting and confirmed full rich. I then applied more power and the engine responded but quickly sputtered. I noticed cylinder temps were high and switched fuel tanks. During this process, I alerted the tower I was having an engine problem and he cleared me for a landing on Runway 12. I had already initiated a turn to the field and lowered the gear. The engine was turning, but not making power. Continuing emergency procedures, I held the aircraft level and made best gliding speed. Gear was down but flaps were not extended. I saw that I was not going to make the field and notified the tower. I flew into the tops of a clump of trees on the north side of [Indiana State Road] 32 and the plane spun (rotated) to the left and settled into a spot next to the road and a bridge." The engine was shipped to its manufacturer and was test run. The engine produced rated power. The airplane's flight manual, in part, stated, "The most probable cause of engine failure would be loss of fuel flow or improper functioning of the ignition system." Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12

Verbatim from NTSB's published report. Source file NTSB_2004_CHI04LA227.txt. Findings + structured fields enriched from FAA avall.mdb. Full investigation docket on data.ntsb.gov ↗.

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