Event WPR15LA139

Factual narrative

HISTORY OF FLIGHTOn March 30, 2015, about 1115 mountain standard time, a Beech H35, N112F was substantially damaged during a forced landing following a loss of engine power at Tucson International Airport (TUS), Tucson, Arizona. The private pilot and two passengers were not injured. The airplane sustained substantial damage to the forward fuselage and empennage. The airplane was registered to Skyler Aviation, and operated by the pilot, under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The cross-country flight was originating at the time. In a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot reported that prior to the flight he conducted a preflight check of the airplane, and noticed no abnormalities with the airplane. He taxied to runway 8 right, and proceeded to conduct his pre-takeoff check list, which included cycling the propeller and conducting an engine run up at 2,000 revolutions per minute (rpm). In addition, the pilot leaned the mixture until the engine hesitated, and advanced the mixture to maximize the cylinder head temperature. The pilot stated that during takeoff roll the airplane accelerated normally, and briefly became airborne at 80 knots. He said that he decided to keep the airplane on the ground until it was clear of the displaced threshold, and lifted off again. As the airplane ascended through about 50 feet above ground level, the engine "began sputtering." The pilot leaned and enriched the mixture, however, noticed no change in engine performance. He further stated that there was not enough runway left to land and he initiated a forced landing to an area of rough desert terrain. During the landing roll, the airplane struck vegetation and sustained substantial damage. AIRCRAFT INFORMATIONThe four-seat, low-wing, retractable-gear airplane, serial number (S/N) D-5200, was powered by a Continental Motors IO-470-N14B engine, S/N 096504, rated at 260 horse power. It was equipped with a Beechcraft Bonanza P/N 278-100 two bladed, constant speed propeller. Review of the airplane maintenance logbook revealed that the most recent annual inspection was completed on January 2, 2015, at the tachometer time of 1,903.8, and the total time of 2,026.18. The pilot stated that the maximum gross weight for the airplane was 2,900 pounds, and that the weight at the time of the accident was 2,700. However, the weight and balance revision in the flight manual supplement for N112F, dated December 11, 1975, indicated that the maximum gross weight for the airplane was 3,100 pounds. Using the empty weight of an airplane as determined by the weight and balance revision, the weight of the occupants, fuel, and baggage, the NTSB investigator-in-charge calculated that the gross weight at the time of departure was about 2,919 pounds. Using the manufacturer's Climb Performance chart, located in the Pilot's Operating Handbook, reported weather conditions and gross weight of the airplane at takeoff, the climb performance was calculated to be about 980 feet per minute. AIRPORT INFORMATIONThe four-seat, low-wing, retractable-gear airplane, serial number (S/N) D-5200, was powered by a Continental Motors IO-470-N14B engine, S/N 096504, rated at 260 horse power. It was equipped with a Beechcraft Bonanza P/N 278-100 two bladed, constant speed propeller. Review of the airplane maintenance logbook revealed that the most recent annual inspection was completed on January 2, 2015, at the tachometer time of 1,903.8, and the total time of 2,026.18. The pilot stated that the maximum gross weight for the airplane was 2,900 pounds, and that the weight at the time of the accident was 2,700. However, the weight and balance revision in the flight manual supplement for N112F, dated December 11, 1975, indicated that the maximum gross weight for the airplane was 3,100 pounds. Using the empty weight of an airplane as determined by the weight and balance revision, the weight of the occupants, fuel, and baggage, the NTSB investigator-in-charge calculated that the gross weight at the time of departure was about 2,919 pounds. Using the manufacturer's Climb Performance chart, located in the Pilot's Operating Handbook, reported weather conditions and gross weight of the airplane at takeoff, the climb performance was calculated to be about 980 feet per minute. The pilot reported that, after takeoff, the engine started to "sputter." He adjusted the fuel mixture control lever but noticed no change in engine performance. He determined that insufficient runway was available to land, so he initiated a forced landing into desert terrain. During the landing roll, the airplane struck vegetation and sustained substantial damage. Postaccident examination of the airplane, engine, and propeller revealed no evidence of preimpact mechanical anomalies that would have precluded normal operation, and the reason for the partial loss of power could not be determined. Review of the airplane manufacturer's climb performance chart revealed that, at the time of the accident, the weather and environmental conditions were within the airplane's takeoff performance limitations. 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).

• C Not determined-Not determined-(general)-(general)-Unknown/Not determined - C
• — Environmental issues-Physical environment-Terrain-(general)-Contributed to outcome