# NTSB WPR12LA116: Beech S35, N272D, Dixie Valley, NV, February 25, 2012 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: February 25, 2012, 05:25 local (13:25 UTC) - Place: Dixie Valley, NV - Coordinates: 39.953056, -117.826942 - Nearby events: https://openairdocs.org/map.md?lat=39.9531&lon=-117.8269&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Windshear or thunderstorm](https://openairdocs.org/ntsb-events/390) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report May 15, 2012 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration FSDO - NTSB case key (mKey): 82968 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR12LA116 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/82968/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=82968 - Page: https://openairdocs.org/ntsb/WPR12LA116 ## Probable cause The airplane’s encounter with forecast low-level windshear conditions during takeoff, which resulted in a loss of lift. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Wind: windshear](https://openairdocs.org/ntsb-findings/03034020): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); cases with it: [Beech S35, 1 case](https://openairdocs.org/ntsb-findings/03034020/cases.md?model=1151532), [All aircraft, 90 cases](https://openairdocs.org/ntsb-findings/03034020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Windshear or thunderstorm](https://openairdocs.org/ntsb-events/390) (defining event); cases with it: [Beech S35, 1 case](https://openairdocs.org/ntsb-events/390/sequence.md?model=1151532), [All aircraft, 224 cases](https://openairdocs.org/ntsb-events/390/sequence.md) - [Takeoff: Loss of lift](https://openairdocs.org/ntsb-events/500); cases with it: [Beech S35, 1 case](https://openairdocs.org/ntsb-events/500/sequence.md?model=1151532), [All aircraft, 252 cases](https://openairdocs.org/ntsb-events/500/sequence.md) - [Takeoff: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Beech S35, 10 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=1151532), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis Earlier in the morning, the pilot arrived at the airport with two revenue passengers and encountered moderate turbulence during the landing approach, such that he canceled the first landing attempt and maneuvered the airplane for landing on the opposite runway. The subsequent landing was uneventful. Before departing on the accident flight with two other revenue passengers, the pilot checked the windsock and elected to depart on a runway away from rising terrain with a gusting 90-degree right crosswind. Just after rotation, the wind shifted to a tailwind, and the pilot felt the airplane sink. The pilot was confident that, once he descended low enough to be influenced by ground-effect conditions, he would be able to regain enough airspeed to continue the climb. Shortly thereafter, the propeller blades struck the ground, and the airplane slid to a halt in the dirt about 2,400 feet beyond the runway. The pilot reported no preimpact mechanical malfunctions or failures with the airframe or engine that would have precluded normal operation. Gusting wind conditions, including moderate turbulence and low-level windshear referenced in an AIRMET (airmen's meteorological information) advisory, existed at the time of both the inbound and outbound flights. The pilot was aware of these conditions, having received both an in-flight briefing and an online briefing prior to the inbound flight. The pilot had flown this route routinely for many years and deemed the conditions typical for the area. ## Factual narrative HISTORY OF FLIGHT On February 25, 2012, about 0525 Pacific standard time, a Beech S35, N272D, collided with terrain during takeoff from Dixie Valley Airport (NV30), Fallon, Nevada. The airplane was operated by Danny Lee Urquhart, doing business as Dan Urquhart, under the provisions of Title 14 Code of Federal Regulations Part 135 as an on-demand air taxi flight. The airline transport pilot and two passengers were not injured. The airplane sustained substantial damage to the forward fuselage and both wings during the accident sequence. The cross-country flight departed Dixie Valley about 0524, with a planned destination of Fallon Municipal Airport (KFLX). Night visual meteorological conditions prevailed, and a visual flight rules (VFR) flight plan had been filed. The purpose of the flight was to return the two passengers, who were employed at a geothermal power plant located in the foothills 1.5 miles west of the airport. The power company utilized the air taxi service to transport employees to and from the plant after shift changes, due to its remote location. Dixie Valley Airport was located on a plain, flanked to the northwest by steep mountainous terrain. The pilot reported that he typically lands on runway 34, and departs from runway 16, due to the rising terrain northwest of the runway. Earlier in the morning, the pilot flew into Dixie Valley Airport with two passengers for the power plant. Prior to landing, he overflew the airport to assess the wind conditions. He began an approach to runway 34, and encountered moderate turbulence. As such, he elected to discontinue the landing, and maneuver the airplane for an approach to runway 16. He landed the airplane uneventfully, and deplaned with the passengers. He then drove up to the power plant to pick up two passengers for the return flight. After returning to the airplane with the passengers, the pilot performed an engine ground run-up, and positioned the airplane for departure on runway 16. The windsock indicated a 90 degrees right crosswind for runway 16, at a velocity he estimated to be gusting about 14 knots. The ground roll was uneventful, and just after rotation, he observed the windsock shift to a tailwind. He then felt the sensation of the airplane sinking. The pilot was confident that once the airplane descended low enough to be influenced by ground-effect conditions, he would be able to regain enough airspeed to continue the climb. Shortly thereafter, the propeller blades struck the ground, and the airplane slid to a halt in the dirt. The airplane came to rest about 2,400 feet beyond the departure end of the runway. One of the passengers corroborated the pilot's report. He stated that he boarded the airplane, and as it taxied to the runway, he laid his head back, and closed his eyes in order to rest. The airplane began the takeoff roll, accelerated appropriately, and he did not hear any unusual noises. Shortly after takeoff, he felt the airplane sink, and he felt lighter. He was notconcerned, as this had happened on multiple occasions on prior flights. A few seconds later the airplane struck the ground, bounced, and then landed hard. METEOROLOGICAL INFORMATION The pilot filed a round-robin flight plan from Fallon to Dixie Valley, which he activated during the inbound flight. About 50 minutes prior to departing Fallon, he checked the weather utilizing an online computer service. He then followed up 35 minutes later with a call to both the Fallon Naval Air Station automated weather observation system, and the power plant. The power plant reported wind of about 6 knots. He stated that these were the established weather briefing procedures utilized before each flight, and that calling the power plant was necessary because it was common for un-forecast fog to settle in the area. He further stated that due to the position of the plant relative to the foothills, the wind conditions often did not reflect that of the runway. Additionally, he received a weather briefing in-flight from the flight service station briefer while filing the inbound flight plan. He stated that the briefing included the dissemination of AIRMETS (Airmen's Meteorological Information) for moderate turbulence along the route of flight. He reported that he has flown passengers to and from this location regularly for many years, and such wind conditions were common for the area. A representative from Lockheed Martin Flight Service provided details of the in-flight weather briefing. The briefing lasted about 2 minutes, during which time the pilot was notified of the existence of moderate turbulence in the area, as well as an AIRMET for low-level wind shear. The pilot responded that he was aware of the conditions. A weather observation station was located at Fallon Naval Air Station, 60 miles southwest of the accident site. An aviation routine weather report (METAR) was recorded at 0456. It reported: wind from 290 degrees at 15 knots gusting to 25 knots; visibility 10 miles; skies clear; temperature 8 degrees C; dew point minus 17 degrees C; altimeter 30.02 inches of mercury. The observation station further reported that at 0412 a peak wind of 30 knots occurred out of the west. The pilot reported no preimpact mechanical malfunctions or failures with the airframe or engine that would have precluded normal operation. ## Aircraft - Registration: [N272D](https://openairdocs.org/deregistered/N272D-2015-04-30), registration cancelled 2015-04-30, S/N D-7463, built 1964 (OpenAirDocs) - Reported make and model: BEECH S35 - Registry model: [Beech S35](https://openairdocs.org/model/beech-s35) (registry code 1151532) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: D-7463 - Airframe hours: 7271 - Engines: CONT MOTOR IO 550 SERIES 300 horsepower reciprocating - Damage: Substantial damage - Flight: Part 135 - Operator: Danny Lee Urquhart, doing business as Dan Urquhart - Registered owner: Danny Lee Urquhart - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, December 31, 2011, 26 hours before - Departed: NV30, Dixie Valley, NV - Destination: KFLX, Fallon, NV - Flight plan: VFR - Airport: NV30, Dixie Valley, runway 16, 6,000 × 60 ft, gravel ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 73; injuries: none; airline transport; airplane ratings: multi-engine land, single-engine sea, single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review November 1, 2011; seat: left; flight hours: 11,000 total, 1,395 in this make and model, 10,500 as pilot in command, 66 in the last 90 days, 40 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night - Wind: 290° at 15 knots, gusting 25 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 46 °F, dew point 1 °F - Altimeter: 30.02 inHg - Observed at: KNFL, 60 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 20120225003259A](https://openairdocs.org/incident/20120225003259A), Feb 25, 2012: Beech S35, Dixie Valley, NV, Substantial damage. Subsequent to departure from runway 16, the pilot stated he encountered wind shear. The aircraft impacted with the ground about 1/2 mile from the departure end… ## Other investigations on N272D (2) 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 WPR09CA438](https://openairdocs.org/ntsb/WPR09CA438), Sep 8, 2009: Beech S35 (N272D), Fallon, NV, substantial damage. Probable cause: The pilot's failure to maintain clearance from an obstacle during taxi. - [NTSB NYC76AN126](https://openairdocs.org/ntsb/NYC76AN126), Sep 8, 1976: Beech S35 (N272D), Block Island, RI, minor damage, 1 fatal ## Docket (7 files) The files NTSB released with the investigation on April 6, 2012, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=82968. 3.5 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365568&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Pilot Record of Conversation (item 2, .PDF, 213 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365558&FileExtension=.PDF&FileName=Pilot%20Record%20of%20Conversation-Redacted.PDF - Passenger Record of Conversation (item 3, .PDF, 170 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365559&FileExtension=.PDF&FileName=Passenger%20Record%20of%20Conversation-Redacted.PDF - Photo 1 - Airplane at Accident Site (item 4, .PDF, 309 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365564&FileExtension=.PDF&FileName=Photo%201%20-%20Airplane%20at%20Accident%20Site-Master.PDF - Photo 2 - Airplane at Accident Site (item 5, .PDF, 318 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365569&FileExtension=.PDF&FileName=Photo%202%20-%20Airplane%20at%20Accident%20Site-Master.PDF - Lockheed Martin In-Flight Weather Briefing History (item 6, .PDF, 462 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365560&FileExtension=.PDF&FileName=Lockheed%20Martin%20In-Flight%20Weather%20Briefing%20%20History-Master.PDF - Flight Plan (Lockheed Martin Contact History) (item 7, .PDF, 532 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365561&FileExtension=.PDF&FileName=Flight%20Plan%20(Lockheed%20Martin%20Contact%20History)-Redacted.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.