# NTSB NYC93FA169: Beech F35, N3804B, Medford, NJ, August 22, 1993 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: August 22, 1993, 15:45 local (19:45 UTC) - Place: Medford, NJ - Location: 39.9198° N, 74.8062° W: Placed by OpenAirDocs from NTSB’s distance and direction from FLYING W (N14), within about a mile (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=39.9198&lon=-74.8062&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report June 24, 1994 - Report: Approved by Office Director - NTSB case key (mKey): 38593 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC93FA169 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/38593/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=38593 - Page: https://openairdocs.org/ntsb/NYC93FA169 ## Probable cause THE PILOT'S FAILURE TO SELECT A FUEL TANK THAT CONTAINED FUEL, AND PERFORM THE EMERGENCY PROCEDURE TO RESTART THE ENGINE, WHICH RESULTED IN FUEL STARVATION AND THE LOSS OF ENGINE POWER. FACTORS ARE THE PILOT'S LACK OF TOTAL EXPERIENCE AND HIS INADEQUATE INFLIGHT PLANNING. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, cruise - fluid,fuel - starvation - fuel supply - not selected, pilot in command (cause) - lack of total experience in type of aircraft, pilot in command (contributing factor) - in-flight planning/decision - inadequate, pilot in command (contributing factor) - emergency procedure - not performed, pilot in command (cause) - Forced landing, descent - emergency - In flight collision with object, descent - emergency - object - tree(s) - In flight collision with terrain/water, descent - uncontrolled ## Analysis A FLIGHT INSTRUCTOR, WHO HAD JUST COMPLETED A FLIGHT IN THE AIRPLANE, REPORTED THAT BOTH MAIN FUEL TANKS WERE DOWN TO ONE QUARTER FULL, AND THE AUXILIARY TANK WAS AT THREE QUARTERS FULL. DURING REFUELING, THE PILOT OF THIS FLIGHT HAD ONLY THE LEFT TANK FILLED. THE PILOT AND PASSENGER DEPARTED ON A LOCAL FLIGHT, AND AFTER ABOUT 1 HOUR OF FLYING TIME THE PILOT TRANSMITTED ON UNICOM THAT THE ENGINE HAD LOST POWER. AFTER SEVERAL SECONDS HE TRANSMITTED THAT THE ENGINE HAD REGAINED POWER MOMENTARILY AND THEN QUIT AGAIN. THE PILOT ATTEMPTED A FORCED LANDING TO THE AIRPORT RUNWAY, STRUCK A TREE, NOSED OVER AND IMPACTED SEVERAL OTHER TREES. POST ACCIDENT INVESTIGATION REVEALED THE FUEL SELECTOR WAS ON THE RIGHT TANK. THE RIGHT TANK CONTAINED 9 OUNCES OF FUEL WHILE 12 1/2 GALLONS REMAINED IN THE LEFT TANK AND 7 1/2 GALLONS REMAINED IN THE AUXILIARY. THE ENGINE WAS PLACED ON A TEST STAND WITH ALL ORIGINAL COMPONENTS. THE ENGINE STARTED AND RAN WITH NO NOTICEABLE DEFICIENCIES. THE ELECTRICAL BOOST PUMP ALSO OPERATED WHEN TESTED. THIS WAS THE PILOTS SECOND FLIGHT AS A PIC IN THIS TYPE AND MODEL OF AIRPLANE. ## Factual narrative HISTORY OF FLIGHT On Sunday, August 22, 1993, at 1545 eastern daylight time, a Beech F35, N3804B, piloted by Terrance Chamberlain, was substantially damaged when it struck trees and impacted the ground during a forced landing, near the Flying W Airport, Medford, New Jersey. The pilot and passenger were fatally injured. Visual meteorological conditions prevailed. A flight plan had not been filed for the flight operating under 14 CFR 91. A flight Instructor and student pilot had just completed a training flight in N3804B prior to Mr. Chamberlain's flight. In a witness statement, the flight instructor stated: "...Prior to our departure we did an extensive preflight...we drained all six drains and did not notice any water or visible impurities...we proceeded to start the aircraft...the mags were checked twice and the prop was exercised a few times...everything appeared to be normal...I flew a total of 1.4 hours this date with the student and my flight was good with no problems. The aircraft performed as expected...I met Dr. Chamberlain and told him the plane was low and needed fuel...I called for fuel...Dr. Chamberlain then went to meet the fuel truck...." In an interview with the Flight Instructor, he stated that at the completion of his flight, both the left and right main fuel tanks were indicating about 1/4 full, and the 20 gallon auxiliary tank was indicating three quarters full. According to the refueler's statement, when he arrived to refuel the airplane, he filled the left main fuel tank. Then as he went to fuel the airplanes right tank he was told by Mr. Chamberlain, "do not even touch it." No other fuel was added. At about 1300, Mr. Chamberlain and a passenger departed the Flying W Airport in N3804B. The Hobbs meter time recorded prior to departure was 1479.62. The airplane destination was not determined. Post accident examination of the tachometer revealed a Hobbs meter reading of 1480.62. At approximately 1540, several pilots flying in the area reported hearing N3804B transmit on the airport unicom frequency that he was having engine trouble. In a witness statement, Harry Kirkhope stated: "I was enroute to Flying W from the north...I had just tuned in the unicom when I heard an aircraft state that he was a Bonanza, his engine quit and he would like a straight-in for runway 01...[The] pilot reported he was 7 1/2 miles out and airport in sight, I believe he stated he was at 2,700 feet. Less than a minute later he reported his engine had restarted...shortly thereafter, he reported the engine quit again." A pilot who landed just ahead of N3804B stated: "...he [N3804B] announced he had restarted the engine. Just before I touched down he came back to say his engine was again out...he was 2 miles out at 1800 feet. I...turned off at the first taxiway and watched for the aircraft. I first saw the aircraft approximately 1 mile out at about 800 feet. The gear was down and there was at least one notch of flaps...It appeared to be a standard approach...I could not see the last 1/4 mile of the approach but it appeared...that the prop was not turning and the aircraft was level... not nose down as in a standard approach but more like trying to hold the nose up." The airplane struck trees and impacted the ground about 750 feet short of runway 01, at the Flying W Airport. The accident occurred during the hours of daylight, at approximately 39 degrees, 56 minutes north latitude, and 74 degrees, 49 minutes west longitude. PERSONNEL INFORMATION The pilot, Dr. Terrance Chamberlain, held a Private Pilot Certificate with a rating for airplane single engine land. His most recent Federal Aviation Administration (FAA) Third Class Medical Certificate was issued on March 19, 1992. At the time of the accident Dr. Chamberlain had accumulated about 349 flight hours. This was his second flight as a Pilot-In-Command of any Beechcraft Airplane. WRECKAGE AND IMPACT INFORMATION The airplane wreckage was examined at the accident site on August 23, 1993, and removed to a local hangar for further investigation on August 24, 1993. The examination revealed that all major components of the airplane were accounted for at the scene. The airplane came to rest upright in a swampy, wooded area, with thick undergrowth, on a magnetic bearing of 040 degrees. Initial tree impact scars started approximately 102 feet from the wreckage. The scars became progressively lower on the trees in the direction of the wreckage. The tree scars indicated a general direction of 013 degrees. A tree furthest from the wreckage, had an approximate 15 foot section broken and hanging down from the top of the tree. A branch of the tree top was missing. A 4-foot long, by 5-inch diameter tree limb was found on the ground, 27 feet south of the main wreckage. A 6-foot long by 5-inch wide rip in the bottom of the airplane fuselage contained pieces of wood and bark similar to the 4-foot tree section. The airplane came to rest in an approximate 30 degree nose down attitude. The main landing gear was found extended and intact. The nose wheel was separated and found just aft of the left main landing gear. The left wing was sheared off outboard of the left main landing gear and found 14 feet aft of the fuselage between two trees. The engine remained attached to the fuselage. Visual inspection indicated no abnormalities except for a cracked oil tank and carburetor flange. The propeller blades were attached to the hub and engine. The blades were curved backwards and showed no signs of chord wise twisting or scratches. There were no noticeable nicks or gouges on the propeller blades leading edges. The flaps were in the retracted position. Flight control cable continuity was established from the cockpit to all control surfaces. The airplane was equipped with a single column, dual yoke control. Both arms of the control column were broken. The cockpit and cabin integrity was not deformed. The panels on the left and right side of the dash board were dented forwarded. The airplane was not equipped with shoulder harnesses. The fuel selector was found selecting the right main tank. The wobble pump handle was partially extended. There was no fuel odor and no visual fuel leaks. The nose of the airplane was raised and the fuselage was leveled at the accident scene. Fuel then began dripping from the auxiliary tank vent line. The fuel tanks were drained into containers. Eight fluid ounces were drained from the right main tank, 12 1/2 gallons were drained from the left main tank, and 7 1/2 gallons were drained from the two 10-gallon interconnected auxiliary tanks. An undetermined amount of fuel was vented from the auxiliary tank during draining. The fuel was blue in color. When tested with "water finding paste", it was found absent of water. MEDICAL AND PATHOLOGICAL INFORMATION Autopsies were performed on Terrance Chamberlain and Janet L. Decleyre, on August 23, 1993, by Dr. Joseph De Lorenzo, of the Burlington County Medical Examiners Office, Burlington, New Jersey. The reports stated that the pilot and passenger died of, "multiple injuries secondary to airplane crash." Additionally, the reports stated, "There are multiple diagonal superficial friction abrasions on both anterior iliac areas which appear to be from the seatbelt." The toxicological testing report from the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma, revealed negative for drugs, carbon monoxide, cyanide and alcohol for Dr. Terrance Chamberlain. TESTS AND RESEARCH Fuel System Testing: The engine was detached from the fuselage at the accident scene and removed for further testing. ## Aircraft - Registration: [N3804B](https://openairdocs.org/deregistered/N3804B-1994-03-03), registration cancelled 1994-03-03, S/N D4066 (OpenAirDocs) - Reported make and model: BEECH F35 - Registry model: [Beech F35](https://openairdocs.org/model/beech-f35) (registry code 1151514) (OpenAirDocs) - Category: Airplane - Serial number: D-4066 - Airframe hours: 4996 - Engines: CONTINENTAL E-225-8 225 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Ken Marson Flying Club - Registered owner: Sabre Leasing Inc - Airworthiness certificate: Standard, Utility - Last inspection: Annual, June 30, 1993, 41 hours before - Airport: N14, Flying W, runway 1, 3,496 × 60 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 56; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 349 total, 14 in this make and model, 200 as pilot in command, 56 in the last 90 days, 22 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 60° at 6 knots - Visibility: 7 statute miles - Lowest ceiling: 15,000 ft broken - Temperature: 75 °F, dew point 63 °F - Altimeter: 30.00 inHg - Observed at: WRI, 11 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 19930822029949A](https://openairdocs.org/incident/19930822029949A), Aug 22, 1993: Beech F35, Lumberton, NJ, Substantial damage, 2 fatal. Lost power. Struck trees attempting land. Fuel selector on empty tank, fuel in other. New purchase, unfamiliar. ## Docket (17 files) The files NTSB released with the investigation on October 10, 1995, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=38593. 1.9 MB in all. - Supplement A (item 1, .PDF, 199 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40030322&FileExtension=.PDF&FileName=Supplement%20A-Master.PDF - Supplement B (item 2, .PDF, 273 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40030323&FileExtension=.PDF&FileName=Supplement%20B-Master.PDF - Supplement K (item 3, .PDF, 347 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40030324&FileExtension=.PDF&FileName=Supplement%20K-Master.PDF - Supplement S (item 4, .PDF, 58 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40030325&FileExtension=.PDF&FileName=Supplement%20S-Master.PDF - Witness Statements (item 5, .PDF, 223 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40419671&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Witness Statement (item 6, .PDF, 77 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40419672&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - Reports from Federal Agencies (item 7, .PDF, 87 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40419674&FileExtension=.PDF&FileName=Reports%20from%20Federal%20Agencies-Redacted.PDF - Engine Run Sheet (item 8, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40419673&FileExtension=.PDF&FileName=Engine%20Run%20Sheet-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 9, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40419675&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 10, .PDF, 74 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40419676&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Report (item 11, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40419677&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.PDF - Photo 1. Front view of main wreckage. (item 12, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40030333&FileExtension=.PDF&FileName=Photo%201.%20%20Front%20view%20of%20main%20wreckage.-Master.PDF - Photo 2. Bottom view of wreckage and gash. (item 13, .PDF, 71 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40030334&FileExtension=.PDF&FileName=Photo%202.%20%20Bottom%20view%20of%20wreckage%20and%20gash.-Master.PDF - Photo 3. Bottom viewof wreckage and gash. (item 14, .PDF, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40030335&FileExtension=.PDF&FileName=Photo%203.%20%20Bottom%20viewof%20wreckage%20and%20gash.-Master.PDF - Photo 4. View of 4 foot branch found aft of wreckage, held in place. (item 15, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40030336&FileExtension=.PDF&FileName=Photo%204.%20%20View%20of%204%20foot%20branch%20found%20aft%20of%20wreckage,%20held%20in%20place.-Master.PDF - Photo 5. View of propeller and engine compartment at accident scene. (item 16, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40030337&FileExtension=.PDF&FileName=Photo%205.%20%20View%20of%20propeller%20and%20engine%20compartment%20at%20accident%20scene.-Master.PDF - Photo 6. View of fuel selector as found. (Photo taken by FAA) (item 17, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40030338&FileExtension=.PDF&FileName=Photo%206.%20%20View%20of%20fuel%20selector%20as%20found.%20(Photo%20taken%20by%20FAA)-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.