# NTSB CEN17FA138: Beech V35, N2053Y, Union City, OK, March 24, 2017 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: March 24, 2017, 15:20 local (20:20 UTC) - Place: Union City, OK - Coordinates: 35.361389, -97.91278 - Nearby events: https://openairdocs.org/map.md?lat=35.3614&lon=-97.9128&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report October 1, 2018 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA FSDO, Textron Aviation, CMI - NTSB case key (mKey): 94909 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN17FA138 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/94909/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=94909 - Page: https://openairdocs.org/ntsb/CEN17FA138 ## Probable cause The pilot's improper recovery from a spin. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters](https://openairdocs.org/ntsb-findings/01062000): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Beech V35B, 4 cases](https://openairdocs.org/ntsb-findings/01062000/cases.md?model=1151548), [All aircraft, 1,269 cases](https://openairdocs.org/ntsb-findings/01062000/cases.md) - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Beech V35B, 6 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=1151548), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Beech V35B, 16 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=1151548), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Mental/emotional state](https://openairdocs.org/ntsb-findings/02022500): Personnel issues › Psychological · Pilot; cases with it: [Beech V35B, 1 case](https://openairdocs.org/ntsb-findings/02022500/cases.md?model=1151548), [All aircraft, 21 cases](https://openairdocs.org/ntsb-findings/02022500/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Unknown or undetermined](https://openairdocs.org/ntsb-events/000); cases with it: [Beech V35B, 1 case](https://openairdocs.org/ntsb-events/000/sequence.md?model=1151548), [All aircraft, 1,703 cases](https://openairdocs.org/ntsb-events/000/sequence.md) - [Enroute-cruise: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241) (defining event); cases with it: [Beech V35B, 4 cases](https://openairdocs.org/ntsb-events/241/sequence.md?model=1151548), [All aircraft, 1,529 cases](https://openairdocs.org/ntsb-events/241/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Beech V35B, 20 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=1151548), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) - [Post-impact: Fire/smoke (post-impact)](https://openairdocs.org/ntsb-events/170); cases with it: [Beech V35B, 4 cases](https://openairdocs.org/ntsb-events/170/sequence.md?model=1151548), [All aircraft, 354 cases](https://openairdocs.org/ntsb-events/170/sequence.md) ## Analysis The pilot was on a local pleasure flight in a single-engine airplane. A witness reported seeing the airplane descending in a "spin" from a high altitude. The airplane impacted terrain and a post-crash fire ensued. A review of radar data showed the airplane's departure from a small airport on a north heading. The airplane reached an altitude of 5,500 ft, before it slowed down. The last radar return was about 9 minutes after the airplane departed and showed the airplane near the accident site at 5,250 ft and 73 knots. The post-crash fire consumed or thermally damaged most of the airplane. The extensive fire and impact damage limited the scope of the examination; however, no pre-impact abnormities were noted with the engine or airframe. The pilot's toxicology test was positive for an over-the-counter pain and an anti-depressant medication; neither medication is considered impairing. However, the possible effects of depression could not be determined from the available evidence. Weather conditions were favorable for the flight. The accident is consistent with the pilot not recovering from the spin; however, a reason for the initial loss of control could not be determined. ## Factual narrative The Beechcraft V35B is a 4-place, low-wing, single-engine airplane with retractable landing gear. The accident airplane was powered by a 300-horsepower, 6-cylinder, reciprocating Continental IO-550 engine, which drove a constant-speed propeller. The normally aspirated engine was modified with the addition of a turbocharger. The airplane was also modified with two 20-gallon wing tip fuel tanks. These modifications were approved under supplemental type certificates (STCs). A review of the airplane's maintenance records revealed the airplane's most recent annual inspection was conducted on January 16, 2017, at a total airframe time of 5,074.5 hours. A review of Federal Aviation Administration (FAA) records revealed that JE Aviation LLC's purchase of the airplane was completed on March 2, 2017. On March 24, 2017, about 1520 central daylight time, a Beechcraft V35B airplane, N2053Y, impacted terrain near Union City, Oklahoma. The pilot was fatally injured, and the airplane was destroyed. The airplane was registered to JE Aviation LLC, Oklahoma City, Oklahoma, and operated by a private individual under Title 14 Code of Federal Regulations Part 91 as a personal fight. Visual meteorological conditions prevailed, and the airplane was not on a flight plan. The local flight originated from the Chickasha Municipal Airport (KCHK), Chickasha, Oklahoma. A review of radar data revealed that the flight originated from KCHK (elevation 1,152 ft) about 1510. After departure, the airplane turned to a northerly heading and climbed to 5,500 ft. The radar tracked the airplane northward before the airplane slowed and disappeared from the radar. The last radar point at 1519 recorded the airplane at 73 knots and 5,250 ft in the vicinity of the accident site. The pilot was not in contact with an air traffic control facility nor was he required to be. A witness reported hearing the airplane and then seeing it descending in a "spin;" the airplane disappeared behind a tree line and a fire erupted. Another witness said that he heard the airplane, stating that "the engine sounded weird, like cutting in and out." The witness added that he heard the crash and saw smoke and fire. The Office of the Chief Medical Examiner, Oklahoma City, Oklahoma conducted an autopsy on the pilot. The cause of death was determined to be "multiple blunt force injuries and thermal injury" The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, conducted toxicological testing on the pilot. The specimens were not tested for cyanide and carbon monoxide. The tests were negative for ethanol and positive for aproxen, and ertraline. Naproxen is an overthecounter anti-inflammatory pain medication commonly marketed with the names Naprosyn and Aleve; it is not impairing. Desmethylsertraline is a metabolite of ertraline, which is an antidepressant prescription medication, often marketed under the name Zoloft. While Zoloft is not generally considered impairing, the underlying depression canimpair cognition, judgment, and slow psychomotor responses. As a result, depression is a disqualifying condition to the FAA, but medical certificates may be issued if the depression is in remission for at least 6 months. In this case, personal medical records were not obtained and the status of the pilot's psychiatric illness at the time of the accident is unknown. At 1535, the weather observation facility located at KCHK, located about 18 miles south of the accident site, recorded wind 220° at 22 knots gusting to 29 knots, 10 miles visibility, clear sky, temperature 77°F, dew point 36°F, and an altimeter setting of 29.69 inches of mercury. Astronomical data from the U.S. Navy Observatory for Chickasha recorded a sunrise on March 24, 2017, at 0704 and sunset at 1947. The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. The pilot's third-class medical certificate was issued on October 20, 2015, with the limitation: "must wear corrective lenses." A review of the pilot's logbook revealed that he had 286.5 hours total flight and 19.3 hours in the accident airplane. The airplane impacted an open field located in a rural, lightly wooded area. A postcrash fire consumed most of the airplane and ignited a brush/grass fire which also consumed small buildings located near a residence. The on-site examination of the of the impact site revealed an absence of a wreckage path, and small ground creators, near the engine and right-wing tip. Damage to the nose of the airplane, wings, and the flat position of the wreckage along with the ground scars, are were consistent with the airplane impacting terrain in a slightly right-wing-down, nose-low attitude, with little forward velocity. The airplane's fuselage and wings were largely consumed by the fire, leaving heavier structures and an outline of the components. Flight control continuity from the control column to both the left and right ailerons bellcranks was confirmed. The ruddervator cables were traced to the control column and rudder pedals. The control column and pedals were impact-damaged; however, the attaching hardware for the flight controls was in place. All three of the airplane's landing gear were in the "down" position with the gear actuator in the extended (gear down) position. The cabin's instrument panel and avionics were destroyed by impact and fire damage. After the initial on-site documentation of the wreckage, the airplane was recovered and transported to a salvage facility. A detailed engine examination was conducted on April 20, 2017, at the salvage facility by the National Transportation Safety Board (NTSB) investigator-in-charge and a technical representative from the engine manufacturer. The engine received extensive fire damage and impact damage, and the three-bladed propeller remained attached to the crankshaft flange. Initially, the engine would not rotate by hand; however, when an extension was applied to the crankshaft, a"pop" was heard and the crankshaft would rotate with difficulty. Later, when the engine was disassembled, it was confirmed that the camshaft had broken just before the camshaft gear. No preimpact abnormalities were noted with the crankshaft or through the valve train. The magnetos were fire damaged and could not be field tested. The fuel metering unit, manifold, and fuel pump were examined; all had either fire or impact damage. The turbocharger had impact damage and was partially melted. The top set of sparkplugs were removed; the plugs exhibited light colored combustion deposits; and the electrodes exhibited normal signatures. Although the examination was limited by thermal and impact damage, no pre-impact abnormalities were noted during the airframe or engine examinations. ## Aircraft - Registration: [N2053Y](https://openairdocs.org/deregistered/N2053Y-2020-08-02), registration cancelled 2020-08-02, S/N D-10200, built 1978 (OpenAirDocs) - Reported make and model: BEECH V35 (B) - Registry model: [Beech V35B](https://openairdocs.org/model/beech-v35b) (registry code 1151548) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: D-10200 - Year built: 1978 - Airframe hours: 5074.5 - Engines: Continental IO-550 300 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Operator: JE Aviation LLC - Registered owner: JE Aviation LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, January 16, 2017 - Departed: KCHK, Chickasha, OK - Destination: KPWA, Wiley Post, OK ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 31; injuries: fatal; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; seat: left; toxicology performed; flight hours: 286.5 total, 20 in this make and model, 20.2 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 220° at 22 knots, gusting 29 - Visibility: 10 statute miles - Temperature: 77 °F, dew point 36 °F - Altimeter: 29.69 inHg - Observed at: KCHK ## 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 20170324002179A](https://openairdocs.org/incident/20170324002179A), Mar 24, 2017: Beech V35B, Union City, OK, Destroyed, 1 fatal. Aircraft departed wiley post and flew south to chickasha airport. After departing the chickasha airport the aircraft climbed to 5500 feet headed north. While… ## Docket (9 files) The files NTSB released with the investigation on August 28, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=94909. 9.0 MB in all. - Statement (item 1, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466062&FileExtension=.PDF&FileName=Statement-Master.PDF - Site Location (item 2, .PDF, 121 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466063&FileExtension=.PDF&FileName=Site%20Location-Master.PDF - Pilot Records Excerpts (item 3, .PDF, 564 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466064&FileExtension=.PDF&FileName=Pilot%20Records%20Excerpts-Master.PDF - Airplane Information Excerpts (item 4, .PDF, 6.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466065&FileExtension=.PDF&FileName=Airplane%20Information%20Excerpts-Master.PDF - Radar Plots (item 5, .PDF, 4 photos, 585 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466066&FileExtension=.PDF&FileName=Radar%20Plots-Master.PDF - Toxicological Report (item 6, .PDF, 191 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466067&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Photos (item 7, .PDF, 3 photos, 705 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466068&FileExtension=.PDF&FileName=Photos-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 8, .PDF, 142 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466069&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 9, .PDF, 134 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466070&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-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.