CHI98LA006

A witness, near the approach end of the runway, monitoring the air traffic control tower frequency, heard the tower clear the airplane to enter left traffic for runway 23, and saw the airplane enter left downwind for the traffic pattern. The witness said that the airplane 'was very low for that part of the pattern, 300 to 500 feet above ground level. The pilot told the tower that he was abeam the numbers for runway 28 and wanted to land on that runway. The airplane 'began a sharp turn, but without much bank - probably skidding - when parallel to runway 28, the plane wobbled, banked sharply left and right, and lost altitude. The airplane 'appeared to be in a landing-type attitude, not nose down.' The airplane wobbled, straightened out, then 'disappeared from sight behind hills and buildings.' Examination of the airplane's fuel tanks revealed no fuel in the right fuel tank. Six gallons of fuel were recovered from the left fuel tank. The fuel selector valve in the airplane's cockpit was positioned on the right fuel tank. No other anomalies were found with the airplane.

On October 5, 1997, at 1722 eastern standard time (est), a Beech V35A, N1566A, operated by a commercial pilot, sustained substantial damage when on approach for landing the airplane impacted the terrain. Visual meteorological conditions prevailed at the time of the accident. The personal flight was being conducted under 14 CFR Part 91. There was no flight plan on file. The pilot received serious injuries.

The origin of the flight could not be substantiated; however, a person waiting for the pilot's airplane at the Purdue University Airport, West Lafayette, Indiana, said that the pilot had contacted him the day before from Akron, Ohio.

Several witnesses observed the airplane in the traffic pattern and on final approach for runway 23 at the Purdue University Airport.

One witness said the airplane appeared to be at low altitude throughout the pattern. In the turn from downwind leg to base leg, the airplane appeared to enter a steep (45 to 60 degree) left bank. The airplane "had a nose low attitude and was very low in altitude. Immediately following the steep bank, the Bonanza rolled wings level and appeared to wobble, while attempting to level off - although the Bonanza continued to descend." The witness said that he lost sight of the airplane as it descended behind a hill in the gravel pits.

Another witness, who was near the approach end of runway 23, monitoring the air traffic control tower frequency, heard the tower clear the airplane to enter left traffic for runway 23, and saw the airplane enter left downwind for the traffic pattern. The witness said that the airplane "was very low for that part of the pattern, 300 to 500 feet above ground level. The pilot told the tower that he was abeam the numbers for runway 28 and wanted to land on that runway. He appeared to actually be in line with runway 28, and abeam runway 23." The airplane "began a sharp turn, but without much bank - probably skidding - when parallel to runway 28, the plane wobbled, banked sharply left and right, and lost altitude. The airplane "appeared to be in a landing - type attitude, not nose down." The airplane wobbled, straightened out, then "disappeared from sight behind hills and buildings."

According to the aircraft logbook, the airplane had an annual inspection performed on August 4, 1997. The tachometer time logged at the annual inspection was 1,078.29 hours. The tachometer reading taken at the accident site was 1,078 hours.

The Federal Aviation Administration (FAA) inspector who examined the wreckage at the scene found the airplane resting upright on a gravel embankment, 600 yards from the approach end of runway 23 at Purdue University Airport. The airplane's nose gear was broken off. The nose wheel was separated from the nose gear strut and found resting 30 feet in front of the main wreckage. The nose wheel strut was found resting 30 feet aft of the main wreckage. The engine cowling was broken open and bent aft. The engine had broken off of the engine mounts and was attached to the airplane by the fuel lines. The propeller blades were bent aft and showed minor chordwise scratching. Both of the airplane's main landing gear were broken off inside the wheel wells and had pushed upward through the upper surfaces of both wings. Both wings remained intact, but showed upward crushing beginning at the leading edge and running aft along the lower wing skin. The bottom of the airplane's fuselage was crushed upward. The remainder of the fuselage showed minor damage. Flight control continuity was confirmed. Examination of the engine revealed no anomalies.

Examination of the fuel tanks revealed no fuel in the right fuel tank. Six gallons of fuel were recovered from the left fuel tank. The fuel selector valve in the airplane's cockpit was positioned on the right fuel tank.

The pilot sustained a broken neck in the accident. He was taken to St. Elizabeth hospital, Lafayette, Indiana, in critical condition. A nurse from the hospital said that the pilot was placed on a ventilator and was unable to talk. Another nurse said that the pilot fades in and out of consciousness. On November 5, 1997, the pilot was transferred to a rehabilitation center in Baltimore, Maryland.