20000814041259A

(.19) On August 14, 2000, about 1252 hours pacific daylight time, a Beech K35, N878R, owned and operated by the pilot, experienced an in-flight emergency during cruise flight. The pilot attempted to make a forced landing on interstate highway 40 near newberry springs, California. On final approach to the westbound traffic lanes, the airplane collided with three automobiles. Thereafter according to witnesses, the airplane cartwheeled, sheered off its wings, engine, and propeller assembly, and came to rest about 75 feet north of the highway. The airplane was destroyed, and the commercial certificated pilot, who was the sole airplane occupant, was fatally injured. Initial reports indicated that one of the occupants in an automobile was seriously injured, and another occupant in the same vehicle received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was performed under 14 CFR part 91. The flight originated from the eagle airpark, near bullhead city, Arizona, about noon. The airplane was recovered from the accident site and examined. Oil was observed on components including the face (rearward surface) of the propeller bladed, the exposed portion of the crankshaft, upper and lower engine cowl, the front windscreen, fuselage belly, and the empennage. An engine examination is pending. (-23) the pilot reported to los angeles center that he was having engine problems, which related to low engine oil pressure. The single engine v-tailed bonanza crashed on the west bound lane of interstate 40, 30 miles east of barstow, California at approximately 12:55 pm PDT. The aircraft collided with several cars, including a chevy truck before cart wheeling down the freeway embankment and coming to rest about 100' from the number 2 lane of the freeway. The pilot received fatal injuries. (.4) on August 14, 2000, about 1255 hours pacific daylight time, a Beech K35, N878R, experienced an in-flight emergency during cruise flight. The pilot made a forced landing on a highway, about 11 miles east of newberry springs, California. During the landing flare, the airplane collided with three motor vehicles. The airplane was destroyed, and the commercially certificated pilot, who was the sole airplane occupant, was fatally injured. One of t he occupants in an automobile was seriously injured, and another occupant in the same vehicle received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was performed under 14 CFR part 91. The pilot owned and operated the airplane. The flight originated from the eagle airpark, an uncontrolled airport located about 2 miles north of needles, California. The time of departure and the pilot's route of flight between needles and the crash site were not determined. However, based upon the distance between these sites (92 nautical miles), the estimated time of departure was not later than about 1215. The pilot's family reported to the national transportation safety board investigator that on August 11 they departed from torrance, California, and flew to the laughlin/bullhead international airport, bullhead city, Arizona. En route, the pilot had observed a problem with the airplane. After landing at laughlin, the pilot looked beneath the engine cowl and observed that oil had leaked from the engine. The family members elected to return to torrance via automobile. The pilot decided to have the airplane repaired before flying it back to torrance. The pilot telephoned an airplane repair facility at the eagle airpark and asked if they could repair a leaking crankshaft nose seal. During the morning of August 14, the pilot departed laughlin and flew to the eagle airpark to have the engine repaired. Eagle is located about 16 NM south of laughlin. At eagle, mechanics observed an oil residue over the windscreen and engine. One mechanic reported that the oil covered the windshield, and had run down in a wave like pattern. In places the oil was noted dripping off the engine. The pilot was advised to have his engine removed for repair. The pilot declined indicating that he did not have enough money. However, he purchased an engine nose seal. The pilot hired another (independent) mechanic at the field to perform the requested nose seal repair. In summary, this mechanic reported to the safety board investigator that he performed the requested work. He removed the propeller, cleaned the oil and sludge from the crankshaft, cleaned the area around the crankshaft seal, removed the old seal, and cleaned the seat. He then installed the new seal, reinstalled the propeller with a new "o" ring, and reinstalled the spinner. He then proceeded to clean the oil from the engine and cowling with solvent. According to this mechanic, during his maintenance the pilot recounted events of his flight to bullhead. The pilot reportedly stated that while en route the engine started to leak oil, and he had to use his global positioning satellite receiver to find bullhead because he could not see out the front windshield. He also stated that upon landing he had to zig zag the airplane while taxiing to see where he was going. After the repairs were completed, the mechanic asked the pilot to perform a ground run-up in order to check for leaks. The pilot declined and stated that the airplane was hard to start when it was hot. The pilot filled the airplane's fuel tanks, paid for the services, and took off. The pilot's first recorded communications occurred at 1247 when he contacted the los angeles air route traffic control center (ARTCC). The pilot stated that he had a "little oil leak on my windshield." At the time, the pilot indicated his position was 8 miles east of hector. (Hector is about 1 mile from the accident site.) The pilot also stated that he was at 5,500 feet and over interstate highway 40 (I-40). Two minutes later the pilot advised the controller that he was having a "real problem." The controller provided heading information toward the daggett airport. At 1250, the pilot advised the controller that "the engine is starting to make funny noises," and it is "just about ready to lock up." The controller continued talking with the pilot and provided information regarding possible landing sites in his vicinity. At 1252:14, the pilot stated that "the windshield's all covered with oil so I'm having to look out the side (window)." The following minute the pilot stated "I've totally lost oil pressure." The pilot's last two recorded transmissions occurred at 1254, during which time he advised the controller that he was at 3,600 feet and was attempting to "pick out a spot on the (I-40) freeway." The pilot also inquired about the elevation of terrain beneath him. Another airplane, identified by registration number N7639N, was flying in the vicinity and was vectored to the accident airplane's location. Between 1255 and 1257, the pilot of N7639N advised the controller that the accident airplane had flipped over, and it had come to rest on the north side of the freeway.