# NTSB LAX00FA300: Beech K35, N878R, Newberry Spring, CA, August 14, 2000 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: August 14, 2000, 12:55 local (19:55 UTC) - Place: Newberry Spring, CA - Coordinates: 34.792499, -116.485832 - Nearby events: https://openairdocs.org/map.md?lat=34.7925&lon=-116.4858&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal, 1 serious, 1 minor; on the ground: 1 serious, 1 minor - Status: Completed, report July 15, 2002 - Report: Approved by Office Director - Parties: WP-FSDO, Raytheon Aircraft Company, Continental Motors - NTSB case key (mKey): 49995 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX00FA300 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/49995/pdf - Page: https://openairdocs.org/ntsb/LAX00FA300 ## Probable cause The crankshaft's fatigue failure at the site of an electrical arc mark stress riser, during cruise flight. Contributing factors were the pilot's inadequate preflight inspection, improper decision, and maintenance. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, cruise - normal - maintenance - improper, owner/pilot mechanic (contributing factor) - aircraft preflight - inadequate, pilot in command (contributing factor) - improper decision, pilot in command (contributing factor) - engine assembly,crankshaft - fatigue - engine assembly,crankshaft - failure,total (cause) - Forced landing, descent - emergency - emergency procedure - initiated, pilot in command - In flight collision with object, landing - flare/touchdown - object - vehicle ## Analysis At 1247, during cruise flight, the pilot advised the radar controller that he had a little oil leak on his windshield. The severity of the leak increased, and 5 minutes later oil had covered the front windshield thus precluding visibility. One minute later, the pilot announced that he had "totally lost oil pressure." Prior to the engine seizing, the pilot attempted to make a forced landing on an interstate freeway. During flare, the airplane impacted three automobiles, cartwheeled, and came to rest upside down. Three days before the accident, the pilot had flown his airplane from Torrance, California, to Bullhead City, Arizona. En route, an engine oil leak became evident, which inhibited the pilot's ability to see through the front windshield. The pilot believed that engine oil was leaking past the engine's crankcase nose seal, aft of the propeller, and that replacing the seal would resolve the leakage problem. (Seepage had been documented in this crankshaft area during the last annual inspection that was completed 21 engine operational hours earlier.) The pilot flew 16 miles to near Needles, California, where repair services were available. Upon arrival, oil was dripping off the engine, and the pilot was advised by an engine shop to have the engine removed and repaired. The pilot declined indicating that he had insufficient funds. Instead, the pilot purchased the nose seal parts from the engine shop, and he hired a local independent mechanic to install them in his airplane. Upon completion of the maintenance, the mechanic requested that the pilot perform a ground run-up to check for leaks. The pilot declined and took off. The accident occurred about 40 minutes later, 92 miles from Needles. In 1986, about 537 engine operational hours earlier, the airplane's landing gear collapsed and the propeller was damaged. The crankcase was found cracked on its front, right side, and the engine was overhauled. The case was repaired, according to the maintenance records. During the last annual inspection, oil seepage was noted on the front, right side of the case. During the accident investigation, a weld was noted on the front, right side of the case, and electrical arc marks were noted about 2.3 inches inside the crankshaft bore. The crankshaft was found to have fractured, and the fracture had originated at the site of the arc marks creating a stress riser in the crankshaft. As the fracture progressed, it provided an avenue for oil to escape from the crankshaft and propagate through the nose seal. ## Factual narrative HISTORY OF FLIGHT On August 14, 2000, about 1255 hours Pacific daylight time, a Beech K35, N878R, experienced an in-flight emergency during cruise flight. The pilot made a forced landing on a highway, about 11 miles east of Newberry Springs, California. During the landing flare, the airplane collided with three motor vehicles. The airplane was destroyed, and the commercially certificated pilot, who was the sole airplane occupant, was fatally injured. One of the occupants in an automobile was seriously injured, and another occupant in the same vehicle received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was performed under 14 CFR Part 91. The pilot owned and operated the airplane. The flight originated from the Eagle Airpark, an uncontrolled airport located about 2 miles north of Needles, California. The time of departure and the pilot's route of flight between Needles and the crash site were not determined. However, based upon the distance between these sites (92 nautical miles), the estimated time of departure was not later than about 1215. The pilot's family reported to the National Transportation Safety Board investigator that on August 11 they departed from Torrance, California, and flew to the Laughlin/Bullhead International Airport, Bullhead City, Arizona. En route, the pilot had observed a problem with the airplane. After landing at Laughlin, the pilot looked beneath the engine cowl and observed that oil had leaked from the engine. The family members elected to return to Torrance via automobile. The pilot decided to have the airplane repaired before flying it back to Torrance. The pilot telephoned an airplane repair facility at the Eagle Airpark and asked if they could repair a leaking crankshaft nose seal. During the morning of August 14, the pilot departed Laughlin and flew to the Eagle Airpark to have the engine repaired. Eagle is located about 16 nm south of Laughlin. At Eagle, mechanics observed an oil residue over the windscreen and engine. One mechanic reported that the oil covered the windshield, and had run down in a wave like pattern. In places the oil was noted dripping off the engine. The pilot was advised to have his engine removed for repair. The pilot declined indicating that he did not have enough money. However, he purchased an engine nose seal. The pilot hired another (independent) mechanic at the field to perform the requested nose seal repair. In summary, this mechanic reported to the Safety Board investigator that he performed the requested work. He removed the propeller, cleaned the oil and sludge from the crankshaft, cleaned the area around the crankshaft seal, removed the old seal, and cleaned the seat. He then installed the new seal, reinstalled the propeller with a new "O" ring, and reinstalled the spinner. He then proceeded to clean the oil from the engine and cowling with solvent. According to this mechanic, during his maintenance the pilot recounted events of his flight to Bullhead. The pilot reportedly stated that while en route the engine started to leak oil, and he had to use his global positioning satellite receiver to find Bullhead because he could not see out the front windshield. He also stated that upon landing he had to zig zag the airplane while taxiing to see where he was going. After the repairs were completed, the mechanic asked the pilot to perform a ground run-up in order to check for leaks. The pilot declined and stated that the airplane was hard to start when it was hot. The pilot filled the airplane's fuel tanks, paid for the services, and took off. The pilot's first recorded communications occurred at 1247 when he contacted the Los Angeles Air Route Traffic Control Center (ARTCC). The pilot stated that he had a "little oil leak on my windshield." At the time, the pilot indicated his position was 8 miles east of Hector. (Hector is about 1 mile from the accident site.) The pilot also stated that he was at 5,500 feet and over interstate highway 40 (I-40). Two minutes later the pilot advised the controller that he was having a "real problem." The controller provided heading information toward the Daggett Airport. At 1250, the pilot advised the controller that "the engine is starting to make funny noises," and it is "just about ready to lock up." The controller continued talking with the pilot and provided information regarding possible landing sites in his vicinity. At 1252:14, the pilot stated that "the windshield's all covered with oil so I'm having to look out the side (window)." The following minute the pilot stated "I've totally lost oil pressure." The pilot's last two recorded transmissions occurred at 1254, during which time he advised the controller that he was at 3,600 feet and was attempting to "pick out a spot on the (I-40) freeway." The pilot also inquired about the elevation of terrain beneath him. Another airplane, identified by registration number N7639N, was flying in the vicinity and was vectored to the accident airplane's location. Between 1255 and 1257, the pilot of N7639N advised the controller that the accident airplane had flipped over, and it had come to rest on the north side of the freeway. PERSONNEL INFORMATION The pilot held a commercial pilot certificate and certified flight and ground instructor certificates. The last entry listed in the pilot's personal flight record logbook was dated 1991. Based upon a combination of the pilot's flight logs and airplane utilization records, the pilot is estimated to have had approximately 2,000 total flight hours, of which about 580 hours were flown in his accident airplane. The first record of the pilot having flown the accident airplane was noted in his flight logbook, dated 1984. Between 1984 and the accident date, family members reported that the pilot regularly flew his airplane. The pilot reportedly worked as a self-employed machinist. He was proficient using a variety of trade tools. AIRCRAFT INFORMATION The airplane was manufactured in 1959. Regarding its maintenance history, the airplane's logbooks indicate that on August 16, 1974, a Continental factory overhauled engine (serial number 900185-OH) was installed in the airframe, which was being maintained on an annual inspection basis. At the time, the airframe's total time was 2,389.2 hours, as indicated by the engine's recording tachometer. The engine had 000.0 hours since its last major overhaul. Between 1974 and the accident date, the airplane remained in service except for periods when maintenance and repairs were performed. In pertinent part, the logbooks indicate the following maintenance and repairs were performed: On June 23, 1976, the engine crankcase was removed and replaced, at 2,785.41 tachometer hours. On July 14, 1977, the engine tachometer was removed and replaced. Upon removal, the old tachometer registered 3,000.53 hours. The new tachometer registered 0000.02 hours. Between 1979 and 1980, all of the cylinders were removed and replaced. On December 15, 1985, a crankshaft seal was installed. The listed tachometer time was 1,172.0 hours. On June 10, 1986, at a tachometer time of 1,219.1 hours, a "zero time" propeller along with various undercarriage parts were installed due to a landing gear collapse event. The maintenance was completed by June 8, 1987. A notation in the maintenance records indicates that during this period the engine was removed and disassembled. The crankcase was found cracked on its right side front main saddle area. The case was repaired. Beginning in 1989, the logbook indicates that the pilot performed various types of maintenance on the engine and airframe. The last maintenance entry in the logbook was dated May 1, 2000, and it indicated completion of an annual inspection. The logbook indicates that the inspection was ac ## Aircraft - Registration: [N878R](https://openairdocs.org/deregistered/N878R-2001-03-08), registration cancelled 2001-03-08, S/N D-6059 (OpenAirDocs) - Reported make and model: Beech K35 - Registry model: [Beech K35](https://openairdocs.org/model/beech-k35) (registry code 1151524) (OpenAirDocs) - Category: Airplane - Serial number: D-6059 - Airframe hours: 4757 - Engines: Continental IO-470-C 250 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Kenneth L. Tull - Airworthiness certificate: Standard, Utility - Last inspection: Annual, May 1, 2000, 21 hours before - Departed: A09, Needles, AZ - Destination: TOA, TORRANCE, CA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 56; injuries: fatal; commercial, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review January 27, 1999; seat: left; toxicology performed; flight hours: 2,000 total, 580 in this make and model, 1,800 as pilot in command, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 80° at 7 knots - Visibility: 35 statute miles - Lowest ceiling: none - Temperature: 104 °F, dew point 45 °F - Altimeter: 29.00 inHg - Observed at: DAG, 16 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 20000814041259A](https://openairdocs.org/incident/20000814041259A), Aug 14, 2000: Beech K35, Newberryspring, CA, Destroyed, 1 fatal. (.19) On August 14, 2000, about 1252 hours pacific daylight time, a Beech K35, N878R, owned and operated by the pilot, experienced an in-flight emergency… ## Other investigations on N878R (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 LAX66F0053](https://openairdocs.org/ntsb/LAX66F0053), Jul 11, 1965: Beechcraft K-35 (N878R), Chino, CA, substantial damage 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.