# Accident 20180325010189A: Beech V35A, Hydro, OK, March 25, 2018 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: March 25, 2018, 20:38 local time - Place: Hydro, OK - Damage: Destroyed - Phase of flight: Descent - Operating rules: General operating rules (Part 91) - Location: 35.4544° N, 98.5628° W: From the FAA - Nearby events: https://openairdocs.org/map.md?lat=35.4544&lon=-98.5628&mi=10 - Aircraft: N7019N, a cancelled registration (https://openairdocs.org/deregistered/N7019N-2018-09-04) (OpenAirDocs) - Registry model: Beech V35A (registry code 1151544, https://openairdocs.org/model/beech-v35a) (OpenAirDocs) - Registry engine: Continental IO-520 series (registry code 17032, https://openairdocs.org/engine/continental-io-520-series) (OpenAirDocs) - Reported make and model: BEECH V35A - Reported engine: CONT MOTOR IO 520 SERIES - People aboard: 2 - Fatal injuries: 2 - Other injuries: 0 - Pilot certificates: Commercial pilot, private pilot - Pilot flight hours: 4,500 total, 300 in this make and model, 6 in the last 90 days - NTSB investigation: [NTSB ERA18FA114](https://openairdocs.org/ntsb/ERA18FA114) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20180325010189A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. THE ACCIDENT SITE WAS LOCATED IN A FLAT OPEN COTTON FIELD. THE MAIN WRECKAGE WAS LOCATED AT 35.454323 N, -98.562816 W, ABOUT 1,670 FT MEAN SEA LEVEL. THE INITIAL IMPACT POINT IDENTIFIED AS A LARGE IMPACT CRATER IN THE DIRT, LOCATED AT 35.454204 N, -98.563415 W. THE WRECKAGE PATH FROM THE INITIAL IMPACT POINT TO THE MAIN WRECKAGE WAS ON A 050-060 TRUE HEADING. THE MAIN WRECKAGE WAS FOUND UPRIGHT AND THE AT REST HEADING WAS 060 DEGREES. A SMALL, POST-IMPACT FIRE OCCURRED WHERE THE RIGHT WING CAME TO REST. THE MAIN WRECKAGE WAS FOUND ABOUT 230 FT FORWARD OF THE INITIAL IMPACT POINT. THE ENGINE WAS FOUND FORWARD OF THE MAIN WRECKAGE AT 35.454716 N, -98.562218 W, ABOUT A 050 DEGREE HEADING FROM THE MAIN WRECKAGE, SEPARATED FROM THE ENGINE MOUNTS AND AIRFRAME. THE AIRFRAME AND ENGINE WERE FOUND PAST THE INITIAL IMPACT POINT. THE EMPENNAGE REMAINED ATTACHED TO THE FUSELAGE. FLIGHT CONTROL CABLE CONTINUITY WAS ESTABLISHED FROM THE CONTROL SURFACES OF THE AILERONS, ELEVATOR, AND RUDDER, TO THE COCKPIT. THE ELEVATOR TRIM ACTUATOR WAS FOUND AT ONE INCH, WHICH CORRESPONDS TO NEUTRAL TRIM. THE LEFT WING REMAINED ATTACHED TO THE FUSELAGE. THE RIGHT WING OUTBOARD 4 FT SECTION SEPARATED FROM THE WING AND WAS FOUND IN THE DEBRIS FIELD. THE LEFT AND RIGHT FLAP ACTUATORS WERE FOUND IN THE RETRACTED POSITION. THE FLAP HANDLE WAS FOUND IN THE RETRACTED POSITION. THE FUEL STRAINER SCREEN AND FUEL STRAINER BOWL WERE FOUND CLEAN. THE FUEL SELECTOR HANDLE AND VALVE WERE FOUND SELECTED TO THE RIGHT FUEL TANK. THE NOSE AND RIGHT MAIN LANDING GEAR SEPARATED FROM THE AIRFRAME AND WERE BOTH FOUND IN THE DEBRIS FIELD. THE LEFT MAIN LANDING REMAINED ATTACHED TO THE AIRFRAME. THE LANDING GEAR SELECTOR WAS FOUND IN THE RETRACTED POSITION. THE NOSE AND MAIN LANDING GEAR ACTUATOR WAS FOUND IN THE RETRACTED POSITION. THE EMERGENCY LOCATOR TRANSMITTER WAS FOUND ATTACHED TO THE FUSELAGE. WHEN EXAMINED, THE UNIT WAS FOUND INTACT, AND SUBSEQUENTLY DISASSEMBLED, AND THE UNIT WAS MISSING ITS BATTERY. THE ALTIMETER WAS FOUND IN THE DEBRIS FIELD. THE BAROMETRIC PRESSURE SETTING AS FOUND WAS 29.82. THE HEADING INDICATOR WAS FOUND IN THE DEBRIS FIELD, AND AS FOUND DISPLAYED 060 DEGREES. THE HEADING BUG WAS FOUND SET TO 150 DEGREES. THE GYRO ROTOR HOUSINGS SEPARATED FROM THE ATTITUDE INDICATOR AND HEADING INDICATOR AND WERE FOUND IN THE DEBRIS FIELD. WHEN BOTH HOUSINGS WERE OPENED, BOTH ROTORS EXHIBITED EVIDENCE OF ROTATIONAL SCORING, AS DID THEIR RESPECTIVE HOUSING. THE TACHOMETER WAS FOUND INDICATING 1700 RPM, WITH A TACHOMETER TIME OF 2583.17. THE THROTTLE LEVER AND MIXTURE CONTROL LEVER WERE FOUND FULL FORWARD AND BENT. THE PROPELLER CONTROL LEVER WAS FOUND PULLED OUT (AFT). THE ENGINE WAS LOCATED AT THE END OF THE WRECKAGE PATH AND HAD SUSTAINED A SIGNIFICANT AMOUNT OF IMPACT DAMAGE; THERE WAS NO THERMAL DAMAGE NOTED TO THE ENGINE. THE PROPELLER FLANGE REMAINED ATTACHED TO THE CRANKSHAFT AND A PORTION OF THE PROPELLER HUB REMAINED ATTACHED TO THE PROPELLER FLANGE. THE CRANKCASE DISPLAYED A SIGNIFICANT AMOUNT OF IMPACT DAMAGE CONCENTRATED TO THE BOTTOM AND REAR OF THE CRANKCASE; THERE WAS NO DAMAGE TO THE CRANKCASE THAT WOULD INDICATE AN INTERNAL ENGINE FAILURE. ALL SIX CYLINDERS REMAINED ATTACHED TO THEIR CYLINDER BAYS AND DISPLAYED VARYING DEGREES OF IMPACT DAMAGE; THE #5 CYLINDER DISPLAYED THE MOST IMPACT DAMAGE CONCENTRATED TO THE CYLINDER HEAD. THE MAJORITY OF THE ENGINE ACCESSORIES HAD BROKEN FREE FROM THE ENGINE. THE VACUUM PUMP REMAINED ATTACHED TO THE ENGINE AND DISPLAYED IMPACT DAMAGE SIGNATURES. THE VACUUM PUMP WAS REMOVED AND IT WAS NOTED THAT THE SHEAR COUPLING REMAINED INTACT. THE VACUUM PUMP WAS DISASSEMBLED AND IT WAS NOTED THAT THE ROTOR WAS BROKEN CONSISTENT WITH IMPACT DAMAGE. ALL THREE PROPELLER BLADES HAD BROKEN FREE FROM THE PROPELLER HUB AND DISPLAYED IMPACT DAMAGE SIGNATURES. ALL OF THE PROPELLER BLADES DISPLAYED VARYING AMOUNTS OF S-BENDING, BLADE POLISHING, LEADING EDGE GOUGING, AND TWISTING DEFORMATION. ## The NTSB's investigation of this event (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB ERA18FA114](https://openairdocs.org/ntsb/ERA18FA114), Mar 26, 2018: Beech V35 (N7019N), Hydro, OK, destroyed, 2 fatal. Probable cause: The pilot's decision to continue the night visual flight rules flight into instrument meteorological conditions, which resulted in a loss of control due to spatial disorientation. Contributing was… From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.