# NTSB NYC95FA049: Beech G35, N32TS, West Palm Beach, FL, January 9, 1995 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: January 9, 1995, 17:50 local (22:50 UTC) - Place: West Palm Beach, FL - Coordinates: 26.650014, -80.250442 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=26.6500&lon=-80.2504&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report June 7, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 38847 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC95FA049 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/38847/pdf - Page: https://openairdocs.org/ntsb/NYC95FA049 ## Probable cause Improper top overhaul by maintenance personnel, and improperly torqued crackcase thru-bolts and cylinder deck studs at the number one cylinder, which led to fatigue failure of four of the bolts, failure and/or separation of the number one cylinder, and a subsequent fire. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - mech failure/malf, cruise - miscellaneous,bolt/nut/fastener/clamp/spring - undertorqued (cause) - maintenance,top overhaul - improper, other maintenance personnel (cause) - miscellaneous,bolt/nut/fastener/clamp/spring - fatigue (cause) - engine assembly,cylinder - separation - Fire, cruise - engine compartment - fire (cause) - Forced landing, descent - emergency - In flight collision with terrain/water, emergency landing ## Analysis The airplane was seen flying erratically, in a rapid descent, with smoke coming from the engine compartment and flames coming from the airplane's right side. Subsequently, the airplane crashed/landed and burned. An investigation revealed that the #1 cylinder had separated from the engine. Examination of the #1 cylinder revealed the upper crankcase thru-bolt at the 10 o'clock position had failed in fatigue below the cylinder deck surface. The lower thru-bolt at the cylinder pad's 8 o'clock position was intact; however, the nut was missing and the threads were battered and polished. The cylinder had 6 deck studs in addition to the thru-bolts. The studs at the 11 and 1 o'clock positions were missing; the studs at the 5 and 7 o'clock positions failed in fatigue; and the studs at the 2 and 4 o'clock positions were fractured with the fractured ends battered. Also, a silicon sealant (RTV) had been used on the thru-bolt threads, though not recommended by the manufacturer. The remaining thru-bolts were examined for tightness using a torque wrench; all were found undertorqued. During a top overhaul of the engine, about 85 flight hours before the accident, all of the cylinders had been removed and reinstalled. ## Factual narrative HISTORY OF FLIGHT On January 9, 1995, about 1750 eastern standard time, a Beech G35, N32TS, collided with the terrain approximately 20 miles west of West Palm Beach, Florida. The pilot was fatally injured, and the airplane was destroyed. Visual meteorological conditions prevailed, and no flight plan had been filed. The personal flight was being conducted under 14 CFR Part 91. The airplane had departed the Palm Beach County Glades Airport, Pahokee, Florida, at an undetermined time en route to a private airstrip at Wellington, Florida, located approximately 15 miles east of the departure airport. A Florida State Highway Patrol (FHP) Pilot who was flying traffic alert, saw N32TS descending rapidly. The FHP Pilot stated that he had received an alert "...from the onboard TCAD [Traffic Collision Alert Device]." He said the TCAD indicated that there was an air traffic collision threat "less than one mile horizontally, and 500' ft. above my altitude (which was 600' ft. above ground level) over open sugar cane/sawgrass swamp land." As he proceeded in an easterly direction, the target kept closing on the FHP airplane, and although the pilot was searching for the target airplane, he was unable to visually locate the airplane. According to the FHP Pilot's statement: ...I then observed below and behind my left wing a trail of smoke (light blue/gray) in color...the smoke was coming from a dark in color, "V-Tail" Beechcraft Bonanza airplane. The Bonanza was rolling and pitching up and down erratically as it went by me in it's descent. I saw a bright orange glare coming from the airplane's midsection (right side, above the leading edge of the wing). I believe this glare to be flames...the airplane's speed appeared to be excessive, (200 mph) or more, and consistent with it's steep angle of decent. [The airplane] was heading in a northerly direction...and lined up with the L-8 canal. At this point the Bonanza seemed to "pull-out" of it's dive slightly. It then did an instantaneous pitch-up (nose high, 40 to 60 degrees)...to the right in a "wing over" fashion, very abruptly. It began to roll violently, inverted, and in a horizontal "cork screw" fashion. Its altitude appeared to be 100 to 200" feet above ground level. The Bonanza continued to roll past inverted to vertical, then again pitch-up (nose high) very sharply. The plane's direction changed slightly...to an angle slightly left, or northwest, and downward in the corkscrew fashion. The left wing appeared to contact the ground on the east side of the dirt road, (L-8 Canal Bank/Levee). It continued across the dirt road/levee, and came to rest on the west slope of the levee in rough vegetation.... Two men driving east on state road 80, first noticed N32TS flying parallel and to the right of there line of travel. The driver stated: The aircraft overtook us from behind and as it passed us...I noticed a couple of things...the aircraft was flying lower than normal...between 100 and 200 feet above the ground...[and] there was a thin trail of smoke coming from the aircraft...As I watched, the aircraft was blocked from my view...the aircraft came back into view as it banked to its left...a quarter of a mile in front of our vehicle...I could see what appeared to be flames coming from just behind the engine compartment...the aircraft continued in an attitude with the wings perpendicular to the ground and it started losing altitude rapidly as the nose of the aircraft followed an arc toward the ground. The aircraft was in a nose down attitude when it was lost from view.... The accident occurred during the hours of dusk approximately 26 degrees, 41 minutes north, and 80 degrees, 21 minutes west. PERSONNEL INFORMATION The pilot held a Private Pilot Certificate, with single engine land, airplane rating. An FAA Third Class Airman Medical Certificate was issued on July 28, 1993, with the limitation that he must wear corrective lenses. The pilot's log book, showing his total flight hours, was destroyed in the wreckage. According to FAA records, at his last flight physical he had a total of 250 flight hours. Approximately 78 of those hours were in this make and model airplane. AIRCRAFT INFORMATION An examination of the airplane's log books revealed that approximately 85 hours prior to the accident the engine had undergone a top overhaul. This involved; two invoices which referenced the top overhaul, invoice #2050, dated April 29, 1994, work order 1281, indicated that the overhaul was performed. As per repair order, #097128, dated May 5, 1994, the work on the cylinders was subcontracted. According to an engine log book entry dated May 5, 1994, at a total time of 4031.9 hours, the following work was performed on the engine: Removed cylinders...removed con rods [connecting rods] ... miked [sic] crankshaft...replaced rod bgr. [bearings]...all standard new rod bolts...rod nuts...checked hyd [hydraulic] lifters, new push rods housing and clips...cyl [cylinder] per job #1281 Dumont Aircraft Avon Park, [FL]. New +.015 piston...steel cyl. New Superior rings and gaskets...all work per Continental Service Manual E-225...this engine has a complete top ohc. [overhaul]...[signature unreadable] 2009566 A&P.... The Safety Board made several attempts to have the mechanic that performed the top overhaul submit a written statement explaining the procedures he used during the overhaul. All the attempts were unsuccessful. WRECKAGE AND IMPACT INFORMATION The wreckage was examined at the accident site on January 10-11, 1995. All the major components of the airplane were accounted for within the accident site. The airplane impacted in a grassy area west of a north-south dirt road/levee, that was located approximately 100 feet west of a canal that paralleled the dirt road. The dirt road was elevated on a levee approximately 10 feet above the canal. The first ground scar observed along the wreckage path, was located about 10 feet west of the canal and approximately 40 feet east of the dirt road/levee. The ground scar was shallow, and several pieces of the airplane were found in the ground scar. The length of the ground scar was 45 feet and was oriented on a heading of 233 degrees. Additional ground scars were located to the west of the first scar, up the 10 foot embankment, and on the dirt road. The airplane came to rest approximately 390 feet from the first ground scar, and about 10 feet west of the dirt road. The nose of the airplane came to rest in a northerly direction. The cabin area was destroyed by fire damage, rendering all the instruments and switches unreadable. Control continuity was established to all the flight controls through the control cables. The landing gear and flaps were found in the up position. Examination of the engine revealed that it had sustained impact damage. There was no fire damage observed. Oil was observed on the rear of the engine case. The engine and propeller had separated from the airframe and were located approximately 200 feet east of the main wreckage, and approximately 5 feet west of the canal. The number 1 cylinder, piston and piston pin had separated from the engine. The cylinder was found lying on the ground approximately 30 feet southeast of the engine and propeller. There was a hole in the crankcase between cylinders number 1 and 2. The number 2 connecting rod was attached to the crankshaft, and the bushing was missing. The propeller was attached to the crankshaft flange. The blades were bent rearward and did not display any chordwise marks. Both magnetos were still attached, as was the alternator, starter and vacuum pump. The engine w ## Aircraft - Registration: [N32TS](https://openairdocs.org/deregistered/N32TS-2012-11-29), registration cancelled 2012-11-29, S/N D-4643, built 1956 (OpenAirDocs) - Reported make and model: BEECH G35 - Registry model: [Beech G35](https://openairdocs.org/model/beech-g35) (registry code 1151516) (OpenAirDocs) - Registry engine: [Continental E225 series](https://openairdocs.org/engine/continental-e225-series) (registry code 17015, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: D4643 - Airframe hours: 4116 - Engines: CONTINENTAL E-225-8 225 horsepower reciprocating - Damage: Destroyed - Fire: In-Flight - Flight: Personal, Part 91 - Registered owner: Jose Pineda - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 31, 1994, 78 hours before - Departed: PHK, PAHOKEE, FL - Destination: WELLINGTON, FL ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; private; airplane ratings: single-engine land; medical: class 3, valid medical--no waivers/lim.; seat: left; toxicology performed; flight hours: 250 total, 78 in this make and model ## Weather - Conditions: Visual (VMC), Dusk - Wind: 340° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 70 °F, dew point 48 °F - Altimeter: 30.00 inHg - Observed at: PBI, 20 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 19950109001299A](https://openairdocs.org/incident/19950109001299A), Jan 9, 1995: Beech G35, West Palm Beach, FL, Destroyed, 1 fatal. Observed erratic descent smoke and flames from engine. Impacted. Burned. NR1 cyl seperated. Recent cyl change. 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.