Event ERA23FA265

Factual narrative

On June 10, 2023, about 1021 eastern daylight time, a Beech B35, N8725A, was destroyed when it was involved in an accident near Orangeburg, South Carolina. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The flight departed Hampton County Airport (3J0), Hampton, South Carolina, destined for Jim Hamilton L B Owens Airport (CUB), Columbia, South Carolina. Review of radar track and radio communications data provided by the FAA indicated that the airplane departed 3J0 about 0958, and that the pilot contacted air traffic control in order to obtain flight following services. The pilot flew generally northbound enroute to CUB, climbing to an altitude of about 5,500 ft mean sea level (msl), before gradually descending. The airplane’s ground speed averaged between 115 to 130 knots (kts) until about 1018, when, while flying at an altitude of about 1,300 ft msl, the ground speed abruptly decreased to less than 70 kts. At 1019, the pilot contacted air traffic control, declared an emergency, and stated that the airplane’s engine was losing power. The controller responded by advising the pilot that Orangeburg Municipal Airport (OGB), Orangeburg, South Carolina, was the closest airport and that it was 6 miles away and behind him. The pilot replied that he did not believe that the airplane would be able to reach OGB. No further radio transmissions were received from the pilot. The airplane continued to descend until radar contact was lost at 1021, about 8 nautical miles north of OGB. The airplane’s last reported altitude was 250 ft msl and its last reported ground speed was 50 kts. The airplane impacted trees and terrain about ¼ mile northeast of its last radar-observed position. The elevation of the accident site was about 215 feet msl. Examination of the accident site and wreckage revealed that the airplane impacted the ground in a steep, nose-down attitude based on the impact signatures to the propeller spinner and the wing leading edges. The outboard leading edges were compressed aft toward the main spar. The cockpit section of the fuselage sustained significant thermal damage. The cabin, cockpit, instrument panel, wing carry-through structure, and cockpit controls were consumed by fire. Partial flight control continuity was established from the control surfaces to the cockpit. The rudder and elevator control cables were attached to the differential mechanism that operated the elevators. They were thermally separated in an area of resolidified molten metal in the vicinity of the landing gear drive motor. The attaching hardware remained connected to the cable ends in the cockpit. The aileron balance cable remained connected to each aileron wing bellcrank. The direct aileron control cables remained attached to the aileron bellcrank in each wing. The aileron chain was in place on the aileron control sprocket in the cockpit area. The rudder interconnect bungee spring and control cable remained attached to the aileron control cable. Neither the control yoke, control column, nor elevator torque knees were observed. The wing flaps were extended to the 30° position. The elevator trim was in the neutral position. The landing gear was in the extended position. The landing gear drive gear box was consumed by fire. The instrument panel and instruments were thermally damaged. No readable instruments or switches were observed. The fuel selector sustained extensive thermal damage. Both wing bladder-type fuel tanks were thermally breached. The 20-gallon auxiliary fuel tank installed in the baggage area was thermally damaged. Portions of the fuel vent system were consumed by fire. The remainder of the fuel vent system was free from obstructions. Examination of the propeller and engine revealed that the adjustable pitch propeller blades were bent aft about 30°. The propeller blades did not exhibit chordwise scratching, leading edge gouging, or polishing. The engine oil tank, oil sump, pressure carburetor, accessory housing, and magnetos were consumed by the postimpact fire. The engine crankcase was opened during the examination and the rotating assemblies and bearings were observed to be intact. Internal examination of the cylinders with a borescope revealed no anomalies. Further examination of the engine revealed that the pushrod for the intake valve of the No. 3 cylinder was bent. No evidence of impact damage to, bending of, or crushing of its pushrod tube was observed. The intake valve displayed evidence of carbon buildup on the valve stem, adjacent to the valve’s head. Both the intake and exhaust side tappet faces for the No. 3 cylinder displayed abnormal wear signatures. A review of FAA aircraft registration information revealed that the pilot had purchased the airplane in September 2022. A friend of the pilot stated that he traveled with the pilot to fly the airplane from California to South Carolina after the purchase. The friend described that, after completing a preflight inspection and flying for between 1.5 and 2 hours with the previous owner, they departed for South Carolina. At the second fuel stop of the trip, while in New Mexico, they noticed that the engine had been leaking oil. They subsequently discontinued the trip and returned home, leaving the airplane in New Mexico. The pilot arranged for a mechanic to inspect the airplane and for another pilot to ferry the airplane back to South Carolina after the repairs had been completed. Review of the airplane’s maintenance records revealed that its most recent annual inspection was completed on September 4, 2022. The engine log entry documenting the inspection noted that the airplane’s tachometer read 1,476 hours, and the engine’s time since major overhaul was noted to be the same number of hours. The entry stated that the total operational time of the engine was unknown. The entry noted compressions of each cylinder that were greater than 65/80 psi, with a master orifice reading of 40 psi, and noted that the engine-driven fuel pump was “torqued” to “specifications.” A maintenance invoice dated December 7, 2022, enumerated repairs that were performed to the airplane while it was on the ground in New Mexico. Corrective actions noted on the invoice included, “Found several small oil leaks and added torque to some accessories. Active oil leak found at temp probe and corrected.” A list of discrepancies noted several items related to the engine, which in part included: · Runs rough suspecting induction leak at #4 intake gasket @ cylinder · #5 cylinder small crack at upper spark plug · All accessories leaking oil should all be removed to polish mating surface and reseal · Case halfs (sic) leaking oil · Crankshaft oil seal leaking · Suggest 500 hour AD inspection on magnetos · All exhaust gaskets leaking · Muffler cores blown out A maintenance invoice dated March 23, 2023, noted that the airplane’s alternator had been replaced, as had other components and wiring related to the alternator. No subsequent maintenance log or maintenance invoices were located that detailed any repairs, maintenance, or inspections of the airplane. The pilot of the airplane was on a short cross-country flight in visual meteorological conditions and was receiving flight following services from air traffic control. About 20 minutes into the flight, while flying at an altitude of about 1,200 ft above the ground, the pilot advised the air traffic controller that there was a problem with the airplane’s engine. The controller called out the nearest airport to the pilot, which at that point was about 6 miles away and behind him. The pilot responded that the airplane would not be able to reach the airport, and no further transmissions were received from the pilot. The airplane subsequently impacted trees and terrain and a postimpact fire ensued. Postaccident examination of the wreckage revealed that the engine’s No. 3 cylinder intake pushrod was bent, but that the corresponding pushrod tube did not display evidence of any impact-related damage. The corresponding intake valve displayed a buildup of carbon deposits on the valve stem and both the intake and exhaust tappets for the No. 3 cylinder displayed abnormal wear. All of these signatures suggest that the No. 3 cylinder intake valve may have stuck open during the flight. With the valve stuck in an open position, the introduction of exhaust gases into the engine’s air intake system likely would have resulted in a reduction of engine power such that engine was no longer able to produce sufficient thrust to sustain level flight. Review of the airplane’s registration and maintenance records revealed that the pilot had purchased the airplane about 9 months before the accident. Shortly thereafter, while on a long cross-country flight, the airplane’s engine began leaking oil. Maintenance personnel subsequently inspected the airplane and identified numerous discrepancies with the engine related to the leaking oil, as well as leaking and deteriorated exhaust system components (though they did not specifically identify any issues related to the No. 3 cylinder or its intake valve). The records did not reflect that any of the identified discrepancies had been rectified or that the airplane had undergone any other inspections. It is possible that, had the airplane’s engine undergone more extensive inspection, troubleshooting, and repair, issues with the No. 3 intake valve could have been identified and addressed before the accident flight. 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).

• — Aircraft-Aircraft power plant-Engine (reciprocating)-Recip eng cyl section-Malfunction