# NTSB SEA99FA112: Beech A23, N8873M, Eatonville, WA, July 10, 1999 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: July 9, 1999, 18:15 local (Jul 10, 1999, 01:15 UTC) - Place: Eatonville, WA - Coordinates: 46.86042, -122.249542 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=46.8604&lon=-122.2495&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal, 2 serious - Status: Completed, report June 23, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 46767 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA99FA112 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/46767/pdf - Page: https://openairdocs.org/ntsb/SEA99FA112 ## Probable cause Improper fuel management which led to fuel starvation. ## Analysis Neither the pilot nor the pilot-rated passenger recall the events leading up to the accident. Witnesses reported that the aircraft was observed low on final approach and that the engine lost power. One witness reported that just before he lost sight of the aircraft, he heard a noise as if the engine was trying to be started. The flight was returning from an approximate two hour flight duration. Fuel consumption calculations estimated for the flight indicate that approximately 14 to 19 gallons of fuel would be required for the flight, with 16 to 11 gallons remaining at the completion of the flight. The flight began with approximately 30 gallons of fuel. Documentation of the wreckage indicated that approximately 12 gallons of fuel was drained from the left wing fuel tank, while only 22 ounces of fuel was drained from the right fuel tank. The fuel selector was found positioned to the left side fuel tank. There was no evidence of fuel leakage. Post-crash examination of the engine revealed that no fuel was found in the fuel lines. The engine was then prepared for an engine run. The engine was started and ran long enough to demonstrate smooth operation. ## Factual narrative HISTORY OF FLIGHT On July 9, 1999, about 1815 Pacific daylight time, a Beech A23, N8873M, registered to and operated by the pilot as a 14 CFR Part 91 personal flight, experienced a loss of engine power and collided with the terrain about a quarter mile short of the Swanson Airport, Eatonville, Washington. Visual meteorological conditions prevailed at the time and no flight plan was filed. The airplane was substantially damaged. The private pilot and the pilot-rated passenger in the front seat were seriously injured. The passenger in the rear seat was fatally injured. The flight departed from Arlington, Washington, about one hour and 15 minutes prior to the accident. During a telephone interview and subsequent written statement, the pilot reported that he does not recall all of the events leading up to the accident. The pilot reported that the aircraft was fueled to the bottom of the visual measuring tab located in the filler neck of each fuel tank at the beginning of the flight. The pilot did not recall if this was done the day before the accident or on the day of the accident. The pilot's brother (right front seat pilot-rated passenger) recalled that the aircraft was fueled at Puyallup, Washington, Pierce Co. - Thun Field prior to the flight. The pilot also recalled that while en route to Arlington, the radio was malfunctioning, and a landing was made at another airstrip to accomplish repairs. After the problem was resolved, the flight then continued to Arlington. No services were required at Arlington, and the flight departed at approximately 1700. The pilot recalled that the flight was uneventful. The right front seat passenger reported that he does not recall the events leading up to the accident. A pilot, who was landing ahead of the accident aircraft, stated that he was in radio communication with the pilot of N8873M. The witness heard the pilot of N8873M announce that he was over Northwest Trek (located approximately three miles northwest of the airport) and inbound to Eatonville. The witness radioed the pilot to announce that he was also in the same area. The pilot of N8873M, responded that he was over the north end of Ohop Lake. The witness responded that he had their aircraft in sight and was over the south end of Ohop Lake. The witness thought that N8873M was a high performance aircraft and he asked the pilot if he wanted to go first. The pilot of N8873M, responded "no go ahead." The witness then announced that he was downwind for Eatonville. The witness stated that he made a normal approach and landing to runway 34. As he was flaring for landing, the witness heard the pilot of N8873M announce that he was turning base for Eatonville. The witness stated that as he was turning off the runway onto the taxiway, he looked back and saw N8873M on final approach, low. The witness stated that the aircraft appeared to be in level flight. Just before the witness lost sight of the airplane, the aircraft turned about 25 to 30 degrees right (east) of runway heading and then nosed down. Two witnesses on the ground reported that the airplane was on final approach to runway 34. One of the witnesses reported that the approach path appeared normal, however, the airplane was too low. This witness did not recall hearing any engine noise. The other witness, who was outside a daycare center located on Center Street, reported that he saw the aircraft flying extremely low. The witness stated that it (the airplane) was coming toward the Ford Small Engine Repair shop (located on the opposite side of the street and under the approach path for runway 34) when it glided out of view. The witness stated that just before the aircraft disappeared from sight, he heard a noise as though the engine was trying to be started. PERSONNEL INFORMATION Both front seat occupants are pilots. Both pilots hold private pilot certificates for single-engine land aircraft. At the time of the accident, the pilot-in-command, seated in the left seat, had accumulated a total flight time of 450 hours, with 250 hours in the Beech A23. The right seat pilot had accumulated a total flight time of 200 hours, with 1 hour in the Beech A23. WRECKAGE AND IMPACT INFORMATION The wreckage was located approximately 1,650 feet short of the approach end to runway 34, and approximately 300 feet east of the runway centerline. The area of the accident site was in a pit that was surrounded by up-sloping terrain. The terrain rose to about 30 feet on all sides. A gravel road allowed entrance to the pit. The airplane was positioned on its belly with all three landing gear collapsed under the airplane. The nose of the airplane was pointing to a magnetic heading of 330 degrees. The airplane came to rest with the nose of the airplane at the top of the approximate 45 degree incline where the gravel road entered the pit. The airplane remained intact. Both wings remained attached at the wing root. The right wing displayed minor damage at the wing tip. An approximate four-inch tear in the lower wing skin, near the leading edge and about four feet outboard of the root, was noted. There was no evidence of a fuel spill. Approximately 22 ounces of fuel were drained from the right wing fuel tank. Both the flap and aileron remained attached to their respective hinges. The flap was extended to 25 degrees. The left wing displayed an upward crush along the leading edge, beginning about 54 inches from the wing root and extending to the wing tip. The upper wing skin was wrinkled. There was no evidence of a fuel spill. Approximately 12 gallons of fuel were drained from the left wing fuel tank. The aileron remained attached to its respective hinges and was undamaged. The left main landing gear collapsed rearward. The flap was bowed upward at its mid section. The flap appeared to be fully extended and remained attached at its hinges. Cockpit documentation noted that the fuel selector was positioned to the left-side fuel tank. The fuel selector placard indicated that 26 gallons of fuel were useable. The placard also recommended use of 15 gallons from the left fuel tank first. The fuselage was bent slightly to the left at the point near the aft baggage compartment. The horizontal stabilizer with the stabilator attached was also displaced to the left. The tail cone was broken in this area. The vertical stabilizer with the rudder attached was undamaged. Control continuity was established from the cockpit area to the tail, and from the wings to the cockpit area. Rescue personnel reported that the top of the fuselage was cut in order to extricate the occupants. Prior to cutting the top, the windshield and side windows were intact. Rescue personnel reported that they turned off the battery, alternator and fuel boost switches. No other switches were disturbed. Rescue personnel also removed the two front seats. All four legs on both seats were collapsed. All four seat-track attaching clamps were deformed. The engine remained attached to the firewall and encased in the cowling. The nose of the engine was positioned downward. Upward and aft crushing was noted to the underside. The propeller remained attached to the crankshaft. One half side of the propeller spinner was crushed inward. Propeller blade "A" was undamaged. Propeller blade "B" was bent aft under the engine about 45 degrees. Lengthwise scoring and gouges were noted along the blade back. ADDITIONAL INFORMATION The entire aircraft was hoisted onto a flatbed trailer and transported to the Eatonville Airport. The propeller was removed and with the aid of a machine press, propeller blade "B" was straightened. The propeller was reinstalled on the crankshaft in preparation for an engine run. Prior to running the engine, it was noted that the boost pump switch was broken. It was also noted that the throttle lever shaft was broken. The fuel lines were inspe ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, approach - vfr pattern - final approach - fluid,fuel - starvation (cause) - fuel management - improper, pilot in command (cause) - In flight collision with terrain/water, emergency descent/landing - terrain condition - drop-off/descending embankment ## Aircraft - Registration: [N8873M](https://openairdocs.org/deregistered/N8873M-2017-06-30), registration cancelled 2017-06-30, S/N M-616, built 1964 (OpenAirDocs) - Reported make and model: Beech A23 - Registry model: [Beech A23](https://openairdocs.org/model/beech-a23) (registry code 1151204) (OpenAirDocs) - Registry engine: [Continental IO-346 series](https://openairdocs.org/engine/continental-io-346-series) (registry code 17033, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: M-616 - Airframe hours: 1449 - Engines: Continental IO-346-A 165 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Keith M. Richards - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 12, 1999, 46 hours before - Departed: AWO, ARLINGTON, WA - Destination: WA20 - Airport: WA20, Swanson, runway 34, 2,990 × 36 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 45; private; airplane ratings: single-engine land; medical: class 3, expired; seat: left; flight hours: 450 total, 250 in this make and model, 10 in the last 90 days, 5 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 350° at 4 knots - Visibility: 7 statute miles - Lowest ceiling: none - Temperature: 88 °F, dew point 36 °F - Altimeter: 30.00 inHg - Observed at: GRF, 18 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 19990709008659A](https://openairdocs.org/incident/19990709008659A), Jul 9, 1999: Beech A23, Eatonville, WA, Substantial damage, 1 fatal. (-23)It appears that the accident was caused due to fuel mismanagement, engine out, engine quit running and aircraft landed approx. 1/4 mile short of runway.… ## Other investigations on N8873M (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 SEA66F0029](https://openairdocs.org/ntsb/SEA66F0029), Jun 13, 1965: Beechcraft A-23 (N8873M), Harrisburg, OR, 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.