# NTSB CEN15LA183: Beech 35, N80462, Gordonville, TX, March 29, 2015 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: March 29, 2015, 16:00 local (21:00 UTC) - Place: Gordonville, TX - Coordinates: 33.837501, -96.816108 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=33.8375&lon=-96.8161&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of lift](https://openairdocs.org/ntsb-events/500) - Highest injury: Serious injuries - Injuries: 2 serious, 2 minor - Status: Completed, report November 15, 2018 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Continental Motors Inc, FAA North Texas FSDO, Textron Aviation - NTSB case key (mKey): 90951 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN15LA183 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/90951/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=90951 - Page: https://openairdocs.org/ntsb/CEN15LA183 ## Probable cause The pilot's decision to depart from an upsloping, soft grass runway at or near the airplane's maximum gross weight and with a high density altitude, which increased the airplane's ground roll and placed the airplane in close proximity to trees during the initial climb, and the pilot's subsequent inability to adequately compensate for gusting wind conditions, which resulted in a stall/mush and impact with trees and terrain during takeoff. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Aircraft capability: maximum weight](https://openairdocs.org/ntsb-findings/01061035): Aircraft › Aircraft oper/perf/capability · Capability exceeded (probable cause); cases with it: [Beech 35, 1 case](https://openairdocs.org/ntsb-findings/01061035/cases.md?model=1151502), [All aircraft, 152 cases](https://openairdocs.org/ntsb-findings/01061035/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Beech 35, 4 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=1151502), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Runway/land/takeoff/taxi surface: soft surface](https://openairdocs.org/ntsb-findings/03023020): Environmental issues › Physical environment · Effect on operation (probable cause); cases with it: [Beech 35, 1 case](https://openairdocs.org/ntsb-findings/03023020/cases.md?model=1151502), [All aircraft, 264 cases](https://openairdocs.org/ntsb-findings/03023020/cases.md) - [Temp/humidity/pressure: high density altitude](https://openairdocs.org/ntsb-findings/03031020): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); cases with it: [Beech 35, 1 case](https://openairdocs.org/ntsb-findings/03031020/cases.md?model=1151502), [All aircraft, 278 cases](https://openairdocs.org/ntsb-findings/03031020/cases.md) - [Wind: gusts](https://openairdocs.org/ntsb-findings/03034045): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); cases with it: [Beech 35, 2 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md?model=1151502), [All aircraft, 1,199 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md) - [Object/animal/substance: tree(s)](https://openairdocs.org/ntsb-findings/03022020): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Beech 35, 1 case](https://openairdocs.org/ntsb-findings/03022020/cases.md?model=1151502), [All aircraft, 933 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of lift](https://openairdocs.org/ntsb-events/500) (defining event); cases with it: [Beech 35, 1 case](https://openairdocs.org/ntsb-events/500/sequence.md?model=1151502), [All aircraft, 252 cases](https://openairdocs.org/ntsb-events/500/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Beech 35, 3 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=1151502), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) - [Post-impact: Part(s) separation from AC](https://openairdocs.org/ntsb-events/338); cases with it: [Beech 35, 2 cases](https://openairdocs.org/ntsb-events/338/sequence.md?model=1151502), [All aircraft, 563 cases](https://openairdocs.org/ntsb-events/338/sequence.md) ## Analysis **This report was modified on August 7, 2020. Please see the docket for this accident to view the original report.** The commercial pilot and three passengers were departing in the single-engine airplane from a 3,000-ft-long grass runway. The pilot reported that he thought that the windsock showed light and variable winds, but a nearby airport reported gusting wind conditions about the time of the accident. He considered taking off downhill toward a lake, but because of the possibility of a tailwind after passing the tree line, he chose to do a soft field takeoff uphill. The airplane lifted off at an indicated airspeed of 80 mph. As it neared the departure end of the runway, the pilot noticed that the airplane was not climbing as expected, the indicated airspeed seemed unreliable, and the controls felt mushy and near stall speed. Witnesses stated that the airplane traveled about halfway down the runway before it became airborne. One witness stated that he didn't think the engine speed was right and that the airplane was gaining altitude slowly. The other witness reported that the airplane wasn't gaining any altitude and that the engine sounded "strong," and did not cut out. The airplane collided with trees and a building just beyond the runway before impacting terrain. An examination of the airplane did not reveal any pre-impact abnormalities. Given the pilot's reported weight and the weight of the 28 gallons of fuel that the pilot reported were onboard, the airplane had a remaining useful load of 379 lbs to account for the 3 other passengers. Therefore, it is likely that the airplane was operating at or near its maximum gross weight at the time of the accident. With the additional factors of an upsloping, grass runway, the airplane's performance would have been degraded and the takeoff distance required would likely have been significantly increased. Although the pilot's operating handbook for the airplane did not contain information about takeoff performance from unpaved runways, Federal Aviation Administration (FAA) guidance states that any surface that is not hard and smooth increases the ground roll during takeoff due to the inability of the tires to roll smoothly along the runway. FAA guidance also states that the effect of an airplane's gross weight on takeoff distance is significant. Increased gross weight produces several effects on takeoff performance, including higher lift-off speed, greater mass to accelerate, and an increased retarding force (drag and ground friction). According to the airplane's takeoff distance chart, at its maximum gross weight and the atmospheric conditions at the time of the accident, the airplane would have required a ground roll of about 800 ft and a takeoff distance of about 1,400 ft to clear a 50-ft obstacle at the end of the runway. Additionally, the density altitude was about 2,249 feet. Although the exact point of rotation from the runway could not be determined, witnesses reported the airplane liftedoff after traveling about 1,500 ft—much longer than the ground roll estimate in the airplane's takeoff distance chart. Even with the extended ground roll, the airplane should have been capable of climbing well above the 40 to 80 ft trees at the end of the runway in the 1,500 ft remaining after liftoff if it had been within its maximum gross weight limits. It is possible that, as the airplane approached the tree line with no margin for error in altitude, the wind gust reported by the pilot could have affected the airplane's ability to maneuver when it was so close to the trees, resulting in the impact. Ultimately, however, the pilot's decision to takeoff without accounting for the effect of the runway condition and the airplane's high gross weight and high density altitude on takeoff performance resulted in a long takeoff ground roll, reduced climb capability, and impact with trees at the end of the runway in gusting wind conditions. ## Factual narrative On March 29, 2015, about 1600 central daylight time, a Beech 35 single-engine airplane, N80462, impacted terrain, after departing the Cedar Mills Airport (3T0), Gordonville, Texas. The pilot and one passenger were seriously injured, and two passengers received minor injuries. The airplane sustained substantial damage. The airplane was registered to and operated by a private individual. Day visual meteorological conditions prevailed at the time of the accident and a flight plan had not been filed for the 14 Code of Federal Regulations Part 91 personal cross-country flight which was destined for the Tyler Pounds Regional Airport (TYR), Tyler, Texas. The pilot reported that he performed a soft field takeoff from the turf runway, and the airplane lifted off at an indicated airspeed of 80 mph. As the airplane neared the departure end of the runway, the pilot noticed the airplane was not climbing as expected, the indicated airspeed seemed unreliable, and the controls felt mushy and near stall speed. The airplane impacted trees and the roof of an unoccupied home. The airplane then impacted terrain, about 50 ft from the house and came to rest upright after impacting two propane storage tanks. There was no release of propane and there was no postimpact fire at the main wreckage. Two witnesses observed the airplane depart from the runway. They stated that the airplane traveled quite a distance, or halfway down the runway before it became airborne. They added the right wing dropped, with one witness stating that he thought the airplane, "was going to crash right there". The witness stated he didn't think the engine speed was right and the airplane was slowly gaining altitude. The other witness reported that the airplane wasn't gaining any altitude and the engine sounded "strong" and did not cut out. In a post-accident interview, the pilot stated that that it took longer than expected to get airborne because the ground was soft, but the engine was developing full power. Adding that he thought that a gust of wind hit the airplane, causing the right wing to dip and lose airspeed. He added that the windsock showed light and variable winds. The runway was lined with thick trees on both sides. He added that he considered doing a downhill takeoff toward the lake, but because of the possibility of a tail wind after passing tree line, he chose to do a soft field takeoff in the other direction. Additionally, the pilot reported that he intended to request flight-following services from air traffic control once airborne. The engine and airframe were examined by an inspector from the Federal Aviation Administration (FAA) and technical representatives from the engine and airframe manufacturers. The exam noted that the landing gear was in the down position and the flap actuator corresponded to flaps up (retracted) position. The constant speed, two-bladed propeller remained attached to the crankshaft. One blade was twisted and bent rearward beginning about 8 inches fromthe hub. The other blade had chordwise scratching with a portion of the blade tip broken off. The engine received thermal and impact damage; however, no preimpact abnormalities were noted with the engine or airframe. A review of aircraft maintenance records revealed the last annual inspection was conducted on November 21, 2014. The last weight and balance sheet was completed on June 18, 2013, with an airplane empty weight of 1,765 lbs. The maximum gross weight of the airplane is 2,500 lbs. Using the pilot's listed weight and 28 gallons of fuel on-board, the remaining useful load for the remaining three passengers and any cargo would be about 379 lbs. The automated weather reporting station located about 10 miles southeast of the accident site recorded wind from 210 degrees at 9 knots, gusting to 15 knots. Based upon weather conditions near the accident site, the density altitude was about 2,249 ft. 3T0's runway 7/25, is described as a turf/grass runway 3,000 ft long by 60 ft wide. Runway 7/25 is surrounded by trees on three sides, and a lake on the departure end of runway 7. The chart supplement notes: 40 ft and 80 ft trees north and south of runway 25's centerline. According to the airplane's takeoff distance chart, at its maximum gross weight and the atmospheric conditions at the time of the accident, the airplane would have required a ground roll of about 800 ft and a takeoff distance of about 1,400 ft to accelerate to a safe takeoff speed and clear a 50-ft obstacle at the end of the runway. ## Aircraft - Registration: [N80462](https://openairdocs.org/deregistered/N80462-2018-03-06), registration cancelled 2018-03-06, S/N D-62, built 1947 (OpenAirDocs) - Reported make and model: BEECH 35 - Registry model: [Beech 35](https://openairdocs.org/model/beech-35) (registry code 1151502) (OpenAirDocs) - Registry engine: [Continental E185 series](https://openairdocs.org/engine/continental-e185-series) (registry code 17014, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: D-62 - Year built: 1947 - Airframe hours: 4608 - Engines: Continental E-228-8 225 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: Annual, November 21, 2014, 19 hours before - Departed: 3T0, Gordonville, TX - Destination: TYR, TYLER, TX - Airport: 3T0, Cedar Mills, runway 25, 3,000 × 60 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 62; injuries: serious; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review June 27, 2014; seat: left; restraint: 3-point; flight hours: 2,165 total, 1,513 in this make and model, 2,044 as pilot in command, 30 in the last 90 days, 10 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 210° at 9 knots, gusting 15 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 59 °F - Altimeter: 29.97 inHg - Observed at: KGYI, 10 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20150329004049A](https://openairdocs.org/incident/20150329004049A), Mar 29, 2015: Beech 35, Gordonville, TX, Substantial damage. On March 29, 2015, about 1600 central daylight time, a Beech 35, single-engine airplane, N80462, was Substantially damaged after impacting terrain during… ## Other investigations on N80462 (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 NYC71FFJ35](https://openairdocs.org/ntsb/NYC71FFJ35), May 14, 1971: Beech 35 (N80462), Fulton, NY, destroyed ## Docket (12 files) The files NTSB released with the investigation on April 16, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=90951. 13.9 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 4.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40461961&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Passenger Statement (item 2, .PDF, 182 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40461962&FileExtension=.PDF&FileName=Passenger%20Statement%20-Master.PDF - Witness Statement (item 3, .PDF, 19 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40461963&FileExtension=.PDF&FileName=Witness%20Statement-Master.PDF - Maintenance Records Excerpts (item 4, .PDF, 177 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40461964&FileExtension=.PDF&FileName=Maintenance%20Records%20Excerpts-Master.PDF - Section V - Airplane Performance (item 5, .PDF, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40461965&FileExtension=.PDF&FileName=Section%20V%20-%20Airplane%20Performance-Master.PDF - Weather Reports and Records (item 6, .PDF, 326 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40461966&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Location Overview (item 7, .PDF, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40461967&FileExtension=.PDF&FileName=Location%20Overview-Master.PDF - Photos (item 8, .PDF, 758 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40461968&FileExtension=.PDF&FileName=Photos-Master.PDF - Recorder Lab Report (item 9, .PDF, 614 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40461969&FileExtension=.PDF&FileName=Recorder%20Lab%20Report-Master.PDF - Attachment 1, to Lab Report (item 10, .PDF, 202 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40461970&FileExtension=.PDF&FileName=Attachment%201,%20to%20Lab%20Report-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 11, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40461971&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Airport Information (item 12, .PDF, 761 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40461972&FileExtension=.PDF&FileName=Airport%20Information-Master.PDF 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. --- 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.