Event ERA22FA001

Factual narrative

HISTORY OF FLIGHTOn October 3, 2021, about 1949 eastern daylight time, a Beech S35, N876T, was destroyed when it was involved in an accident near Andrews, North Carolina. The private pilot and one passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot was performing the first leg of a cross-country flight to Pennsylvania that originated at Liberty Municipal Airport (T78), Liberty, Texas, about 1134 central daylight time with an intended destination of Macon County Airport (1A5), Franklin, North Carolina. Due to weather conditions, the pilot diverted to Western Carolina Regional Airport (RHP) in Andrews. A witness on the ramp, who was also a pilot, reported that the accident pilot entered the left downwind of the airport traffic pattern for runway 8 from the east and flew north of the runway; however, the published traffic pattern for runway 8 was right traffic (due to rising terrain north of the runway). The witness further reported that the pilot’s first approach was too fast, and he performed a go-around. The pilot continued to fly a left traffic pattern and landed on his second attempt.   While on the ground at RHP, the pilot purchased 60 gallons of 100 low lead aviation fuel, received a weather briefing through Leidos Flight Service, and filed an instrument flight rules flight plan to Lancaster Airport (LNS), Lancaster, Pennsylvania.   The airplane was equipped with a handheld GPS receiver that was found inside the wreckage. The recovered data revealed that the airplane departed runway 8 at 1945 and made a slight left turn toward the northeast and mountainous terrain (figure 1). The airplane continued to climb at a rate of about 700 fpm, and at a groundspeed of about 95-100 knots for about 3 minutes and 20 seconds. The altitude peaked at 4,011 ft GPS altitude at 1948:57, and the last GPS position was recorded at 1949:00. At that time, the airplane suddenly turned to the right 11°, descended about 31 ft, and slowed by 25 knots of groundspeed. The last GPS position was located about 518 ft southwest of the accident site at an elevation of about 3,880 ft. The elevation at RHP was 1,698 ft. Figure 1 - Airplane's GPS-derived departure track (magenta overlay) from runway 8 toward the rising terrain northeast of the airport. PERSONNEL INFORMATIONAccording to a witness, the pilot recently transitioned from a Piper PA-28 equipped with fixed landing gear to the accident airplane, which he purchased in June 2021. The pilot’s logbook was not located. The flight instructor who administered the pilot’s most recent flight review reported that the pilot had logged about 2,100 hours of flight time. A review of ADS-B data revealed that, after its purchase, the pilot flew the airplane about 51 hours. METEOROLOGICAL INFORMATIONThe RHP weather at 1945 included scattered clouds at 1,400 ft, broken clouds at 3,200 ft, and 7 miles visibility in rain. Sunset at Andrews was about 1916 and the end of civil twilight was about 1941.  According to the National Weather Service Surface Analysis Chart, a stationary front stretched from Michigan southwestward through the Ohio Valley and into Mississippi at the time of the accident. A low pressure system was located in southern Michigan, along the front. The accident site was located to the east of the stationary front in an area of southerly and calm surface winds. The accident site was located east of a low- and mid-level trough. Troughs can act as lifting mechanisms to help produce clouds and precipitation if sufficient moisture is present. The station models around the accident site depicted air temperatures in the mid-60s degrees F with temperature-dewpoint spreads of 1°F or less. Cloudy skies and light rain were reported at airports to the east of the accident site. The Leidos Flight Service specialist provided weather information to the pilot, including convective SIGMETs, AIRMETs, and TAFs valid at 1839. When asked by the specialist if the pilot would be filing instrument flight rules (IFR) or visual flight rules (VFR), the pilot responded, “IFR, if we have to. I don’t think, I don’t think VFR is going to be possible.” The specialist also informed the pilot, “…mountain tops obscured in the higher terrain pretty much for your entire route of flight.” The specialist, when briefing the SIGMETs and approaching convective weather from the south of the departure airport, stated, “Looks like the sooner you can get out of there the better.” WRECKAGE AND IMPACT INFORMATIONThe highly fragmented wreckage was found on steep, mountainous, wooded terrain. An examination of the accident site and wreckage revealed that all major structural components of the airplane were accounted for. The airplane collided with a tall pine tree and continued 600 ft before colliding with another tree. The main wreckage impacted the terrain in a steep, nose low attitude and came to rest, inverted. Both wings and the ruddervator separated during the impact sequence. The wing flaps were found in the retracted positions. The landing gear drive system was observed in the “gear extended” position, and the cockpit gear switch was found in the “gear down” position. Numerous tree branches were observed along the wreckage patch that exhibited smooth, 45° cuts and black paint transfer, consistent with propeller blade contact. The wreckage was recovered to a salvage facility where additional examination was performed. Flight control continuity was confirmed from the cockpit controls to each flight control surface bellcrank. Examination of the engine did not reveal any evidence of a preexisting anomaly or malfunction. The propeller blades exhibited s-bending and blade twisting; two blade tips were separated. The landing gear switch was tested and performed in a normal manner. The landing gear position light bulbs were examined: the “up” bulb filament was broken from its leads. The “down” bulb filament remained attached it its leads and appeared stretched. MEDICAL AND PATHOLOGICAL INFORMATIONAccording to autopsy report from the Wake Forest Baptist Medical Center, Winston-Salem, North Carolina, the cause of death of the pilot was multiple blunt force injuries and the manner of death was accident. Testing for ethanol and drugs was negative. The pilot was conducting a personal, cross-country flight. As he approached a planned stop en route to his destination, he diverted to a nearby airport due to deteriorating weather conditions. A witness at the diversion airport reported that the pilot’s first approach was too fast, and he landed on his second attempt. Also, he flew visual traffic patterns contrary to what was published for the runway and toward rising terrain. Before departing again to resume the flight to the final destination, the pilot obtained a weather briefing by telephone. Based on the preflight weather briefing, the pilot was likely aware of the weather conditions along his route of flight, which included mountain obscuration. The pilot also seemed to be concerned with deteriorating weather conditions approaching the departure airport, which may have rushed him during his departure preparations. The weather at the time of his departure from the diversion airport included visual meteorological conditions; however, the mountainous terrain near the diversion airport was likely obscured with low clouds, rain, and drizzle. He subsequently departed about 4 minutes after the end of civil twilight. He took off and made a slight left turn toward rapidly rising terrain. While climbing, the airplane collided with trees, near the top of a mountain, about 5 miles from the airport. Postaccident examination of the wreckage found the landing gear extended and the cockpit landing gear switch in the “gear down” position, indicating that the pilot may have forgotten to raise the landing gear after takeoff. Leaving the landing gear extended after takeoff would have reduced the airplane’s climb rate. The pilot had recently purchased the accident airplane and his previous airplane was equipped with fixed landing gear. Examination of the remaining wreckage revealed no evidence of a preexisting mechanical failure or anomaly with the airplane. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

Hierarchical cause / factor breakdown from the FAA bulk avdata database. Each finding tagged C (Cause) or F (Factor).

• — Personnel issues-Action/decision-Info processing/decision-Decision making/judgment-Pilot
• — Environmental issues-Conditions/weather/phenomena-Light condition-Dark-Effect on operation
• — Environmental issues-Conditions/weather/phenomena-Ceiling/visibility/precip-Obscuration-Effect on operation
• — Environmental issues-Physical environment-Terrain-Mountainous/hilly terrain-Decision related to condition