20061117025559A

(-23) On November 17, 2006, at about 19:30 mountain standard time, a Beech J35 airplane, N8246D, lost engine power, and impacted a tree on final approach for runway 21 at the Flagstaff Pulliam Airport (flg), Flagstaff, Arizona. The private pilot who was the sole occupant, was seriously injured. Additionally, the pilot in command (PIC) expired on November 26, 2006, due to medical complications. The airplane sustained substantial damage. Night visual meteorological conditions prevailed and the winds were calm. A flight plan was not filed for the cross-country flight that originated from chinle, Arizona, at an unknown time. The personal flight was conducted under the provisions of 14 CFR part 91. The accident site was located at 35 degrees 09.03 minutes north latitude and 111 degrees 39.48 minutes west longitude. According to a witness located near the flg airport, he heard the airplane flying an approach to the flg airport. He described the conditions as a dark night with little-to-no illumination from the moon. He heard the airplane's engine surge and rev loudly three times before going silent. He believed the pilot would be able to glide the airplane to the airport since he was on final approach; however, after about 10 seconds following the loss of engine power he heard a loud crash. The witness proceeded in the direction of the crash and found the airplane northeast of one of the outlying approach lights associated with the approach lighting system for runway 21 at flg. The witness approached the airplane from the left side and noted that the left wing was missing. The witness also noticed that there was no smell of fuel at the accident site. The witness checked the condition of the pilot who was unable to maintain consciousness and then departed the accident scene to get help. The PIC was transported to the Flagstaff medical center for treatment by guardian medics at approximately 20:15 MST. According to the flg airport manager, upon his initial arrival at the accident site (approximately 19:55 MST) there was no smell of fuel. The Flagstaff police department secured the accident site and sealed off the area until the FAA investigator in charge (faa-iic) arrived on November 18, 2006. When the faa-iic arrived at the accident scene on November 18, 2006, at approximately 14:00 MST, the faa-iic noted that the left wing was separated outboard of the left flap and remained approximately 35 feet above the ground suspended in a tree it had impacted. The airplane was facing 180 degrees from the original approach heading. The engine and cockpit sustained significant impact damage and the cockpit structure was compromised. There was no smell of fuel under the impacted tree or where the aircraft had finally settled and come to rest. The remaining outboard left wing was retrieved from the impacted tree and was observed as having no fuel in or around the wing. The left fuel tank had been severely damaged during the accident sequence. There was a total of 14 gallons of fuel drained from the remaining right wing. The right wing and fuel tank had not been compromised during the accident sequence. The right main gear and right hand flap were in the down position. The left main gear and flap were severely damaged during the accident sequence. The cockpit engine controls, throttle, mixture and propeller were in the full forward position. There were numerous switch markings and placards that were grossly deteriorated. The iic could not determine which switch was the electric fuel pump switch because of unreadable console switch markings, therefore verification of whether the fuel pump switch was on or off could not be made. The inlet and outlet lines from the engine fuel manifold (fuel flow divider) were removed and no fuel was observed in these lines. Also, no fuel was observed in the fuel flow divider. The fuel selector valve was positioned in the auxiliary tank position. This position was the only position selection on the fuel selector valve placard that was identifiable. Most of the fuel selector placard was unreadable due to gross deterioration. According to the model J-35 bonanza landplane airplane flight manual (caa approved-october 29, 1958, part no.35-590084) found in the pilot's flight bag, limitation section, concerning placards, the fuel selector valve placard for the aux tank 20 gallon position, should state the limitation "level flight only." This limitation could not be found on the deteriorated placard. No other, more current, pilot operating handbook or airplane flight manual was found at the crash site. The airplane had a total fuel capacity of 60 gallons. Each of the airplane's main fuel cells was capable of holding 20 gallons of fuel, of which 17 gallons were usable. This airplane also featured two auxiliary fuel cells (left and right). Each auxiliary tank was capable of holding 10 gallons of fuel, of which 9.5 gallons were usable. A review of the most current BE-J35 airplane flight manual (AFM), (FAA approved-april 1976, part no.35-590079-5, rev.5A4) section ii, limitations, fuel, states a pilot should "use auxiliary fuel in level flight only and do not use for take-off or landing." A review of section vii, systems description, fuel tank selection, states "take-offs should be made using the left main tank and landings should be made using the main tank that is more nearly full." When the NTSB investigator contacted the pilot's wife she stated she spoke with the pilot prior to his departure from chinle, AZ. The pilot informed her that he was not sure if he needed gas or not, but if he did he would stop at the holbrook municipal airport, holbrook, Arizona, to refuel. According to holbrook municipal airport fueling records, the pilot did not purchase fuel on November 17, 2006. Also, the chinle municipal airport, chinle, Arizona, does not have fueling services. The pilot in command (PIC) crashed at about 19:30 MST. Sunset was 17:49 (local) MST. The PIC operated N8246D during night conditions. This kind of operation was contrary to the limitations "not valid for night flight or by color signal control, holder must wear corrective lenses" on his current/valid FAA third class medical certificate issued on January 23, 2006.