# NTSB WPR11LA013: Beech C24, N5063M, Blanding, UT, October 10, 2010 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 10, 2010, 17:00 local (23:00 UTC) - Place: Blanding, UT - Coordinates: 37.583332, -109.483055 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.5833&lon=-109.4831&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of lift](https://openairdocs.org/ntsb-events/500) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report October 4, 2012 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 77548 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR11LA013 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/77548/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=77548 - Page: https://openairdocs.org/ntsb/WPR11LA013 ## Probable cause The pilot’s failure to attain a climb gradient sufficient to clear the rising terrain, which resulted in his decision to make a forced landing on a road. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters](https://openairdocs.org/ntsb-findings/01062000): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Beech C24R, 2 cases](https://openairdocs.org/ntsb-findings/01062000/cases.md?model=1151254), [All aircraft, 1,269 cases](https://openairdocs.org/ntsb-findings/01062000/cases.md) - [Temp/humidity/pressure: high density altitude](https://openairdocs.org/ntsb-findings/03031020): Environmental issues › Conditions/weather/phenomena · Effect on operation; cases with it: [Beech C24R, 2 cases](https://openairdocs.org/ntsb-findings/03031020/cases.md?model=1151254), [All aircraft, 278 cases](https://openairdocs.org/ntsb-findings/03031020/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Beech C24R, 5 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=1151254), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Airport facilities/design: runway/landing area condition](https://openairdocs.org/ntsb-findings/03017035): Environmental issues › Operating environment · Decision related to condition (probable cause); cases with it: [Beech C24R, 1 case](https://openairdocs.org/ntsb-findings/03017035/cases.md?model=1151254), [All aircraft, 61 cases](https://openairdocs.org/ntsb-findings/03017035/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Prior to flight: Preflight or dispatch event](https://openairdocs.org/ntsb-events/030); cases with it: [Beech C24R, 2 cases](https://openairdocs.org/ntsb-events/030/sequence.md?model=1151254), [All aircraft, 355 cases](https://openairdocs.org/ntsb-events/030/sequence.md) - [Initial climb: Loss of lift](https://openairdocs.org/ntsb-events/500) (defining event); cases with it: [Beech C24R, 1 case](https://openairdocs.org/ntsb-events/500/sequence.md?model=1151254), [All aircraft, 252 cases](https://openairdocs.org/ntsb-events/500/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Beech C24R, 5 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=1151254), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-landing roll: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Beech C24R, 10 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=1151254), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis Before departure, the pilot calculated the density altitude and the required takeoff distance. Due to density altitude considerations, he did not fill the fuel tanks to capacity. His calculations indicated that the required runway length was as at least 2,000 feet less than the available 5,781-foot-long runway. After the airplane lifted off, and the pilot observed a positive rate of climb, retracted the flaps to zero, and selected the landing gear to the retracted position. However, the landing gear did not retract. Due to rising terrain directly ahead, the pilot decided to make a forced landing to a road. On short final, the airplane drifted to the right and the left main landing gear struck a chain link fence. The airplane came to rest upright in a watermelon patch. Postaccident examination of the airplane did not reveal any mechanical anomalies that would have precluded normal operation. According to the airplane manufacturer, for the prevailing ambient conditions, the airplane was capable of climbing 227 feet per minute. ## Factual narrative On October 10, 2010, about 1700 mountain daylight time, a Beech C24R, N50634M, impacted a chain link fence at the Blanding Youth Detention Center during a forced landing about a 1/2-mile from the Blanding Municipal Airport (BDG), Blanding, Utah, after taking off from runway 35. The pilot/owner operated the airplane under the provision of 14 Code of Federal Regulations Part 91 as a personal cross-country flight. The airplane sustained structural damage to the wings and fuselage. The private pilot and the certificated commercial pilot-rated passenger were not injured; there were no ground injuries. Visual meteorological conditions prevailed for the flight, and no flight plan had been filed. In a telephone interview with the National Transportation Safety Board investigator-in-charge (IIC), the pilot stated that he had recently purchased the airplane from a friend in Georgia, and was flying it home to Utah. They had stopped at BDG to refuel the airplane. The pilot stated that they calculated the airplane performance while at BDG. He reported that the airplane had 40 gallons of fuel on board, and the winds were from 300 degrees at 13 knots. He calculated the density altitude (DA) to be 7,500 feet, and estimated that there was in excess of 2,000 feet of extra runway for the takeoff. He further stated that they did not "top off" with fuel due to DA considerations. The pilot stated that he performed a short field takeoff and he observed a positive rate of climb after liftoff. He raised the landing gear handle and retracted the flaps from 15 degrees to 0 degrees. However, the landing gear did not retract. He further reported that the engine was not sputtering or missing, but running at full power. The pilot stated that the airplane was not maintaining airspeed, nor was it able to climb away from the rising terrain. He targeted a road straight ahead of the airplane for landing, and reduced the throttle to idle prior to touchdown. Prior to landing, the pilot placed the landing gear handle back to the down position, so that the landing gear would not retract upon touchdown. The pilot stated that due to a left-quartering head wind, the airplane drifted to the right, and the left landing gear got caught on a chain link fence. The airplane came to a stop in a watermelon patch. In the pilot’s submitted report (National Transportation Safety Board Form 6120.1, Pilot/Operator Aircraft Accident/Incident Report), he stated that it may have been possible to take off from runway 17 rather than runway 35, even with a right-quartering tail wind but away from rising terrain. The Airport Facility Directory for BDG in the remarks section indicated that there was a 1.6 percent up gradient to the North. Information obtained from http://www.airnav.com/airport under Runway Information, indicated that runway 17 was at an elevation of 5,867.8 feet with no obstructions. Runway 35 was at an elevation of 5,774.5 feet, with obstructions (28:1 slope to clear, 620 feet from runway,15-foot road). According to the airplane manufacturer, with the stated ambient conditions, at a full power setting of 2,700 rpm, zero degrees of flaps, and the landing gear down, the airplane was capable of climbing at 227 feet per minute. An NTSB investigator examined the airplane at the facilities of Air Transport, Phoenix, Arizona, on December 10, 2010. No pre-existing mechanical deficiencies or failures were observed that would have precluded normal operation. Detailed examination notes are part of the public docket. ## Aircraft - Registration: [N5063M](https://openairdocs.org/deregistered/N5063M-2015-05-15), registration cancelled 2015-05-15, S/N MC-587, built 1978 (OpenAirDocs) - Reported make and model: BEECH C24 (R) - Registry model: [Beech C24R](https://openairdocs.org/model/beech-c24r) (registry code 1151254) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: MC-587 - Airframe hours: 6214 - Engines: LYCOMING IO-360-A1B6 200 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Max Coates - Registered owner: John B Parham - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 19, 2010 - Departed: BDG, Blanding, UT - Destination: SLC, Salt Lake City, UT - Airport: BDG, Blanding Municipal Airport, runway 35, 5,781 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review June 18, 2010; seat: left; flight hours: 148 total, 28 in this make and model, 73 as pilot in command, 63 in the last 90 days, 27 in the last 30 days, 12 in the last 24 hours - Co-pilot; age 27; injuries: none; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review June 21, 2010; seat: right; flight hours: 358 total, 21 in this make and model, 285 as pilot in command, 24 in the last 90 days, 21 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 330° at 16 knots, gusting 24 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 68 °F, dew point 34 °F - Altimeter: 30.06 inHg - Observed at: CEZ, 44 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 20101010048449A](https://openairdocs.org/incident/20101010048449A), Oct 10, 2010: Beech C24R, Blanding, UT, Substantial damage. During takeoff with power landing gear would not retract, after positive rate of climb, pilot put flaps up, then he nosed it over to try to build airspeed, but… ## Docket (3 files) The files NTSB released with the investigation on August 14, 2012, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=77548. 737 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 443 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40375322&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Record of Conversation with Pilot (item 2, .PDF, 78 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40374887&FileExtension=.PDF&FileName=Record%20of%20Conversation%20with%20Pilot-Master.PDF - NTSB Wreckage Examination (item 3, .PDF, 216 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40372222&FileExtension=.PDF&FileName=NTSB%20Wreckage%20Examination-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.