History of Flight
On July 3, 2009, at approximately 1053 central daylight time, a Beech C35, registration N2043D, was substantially damaged after impacting terrain during a go-around at Mid-Valley Airport (T65) in Weslaco, Texas. The student pilot occupying the left seat was seriously injured, and the commercial pilot in the right seat was fatally injured. The aircraft was owned and operated by the commercial pilot. Visual meteorological conditions prevailed, and no flight plan was filed for the Title 14 Code of Federal Regulations Part 91 personal flight. The flight had departed South Texas International Airport (KEBG) in Edinburg, Texas, at 1035 and was attempting to land at T65.
According to the student pilot, the airplane had flown from Brownsville/South Padre Island International Airport (KBRO) to KEBG for fuel. At KEBG, the left tip tank and both main tanks were filled. While attempting to fuel the right tip tank, the fuel nozzle broke loose and fell into the tank; the commercial pilot could not retrieve it, so no fuel was added to the right tip tank.
After departing KEBG, the student pilot reported a left-rolling tendency that required effort to keep the wings level and the airplane flying straight. This was communicated to the commercial pilot. A landing at T65 was planned. The commercial pilot configured the airplane for landing to runway 13 with the landing gear down and flaps set to 10 degrees. During touchdown, the left main landing gear contacted the runway first, causing the airplane to bounce. The airplane drifted left toward the runway edge, and the commercial pilot initiated a go-around. During the climb, the commercial pilot had difficulty maintaining directional control and requested assistance. The student pilot noted that the rudder was fully depressed by the commercial pilot. The airplane then began a left turn, descended, and impacted the terrain.
Personnel Information
The commercial pilot held a commercial pilot certificate with airplane single-engine land, multiengine land, and instrument airplane ratings, as well as a certified flight instructor certificate issued June 16, 1983, for single-engine land and instrument airplane, though not current. The pilot's logbook was not recovered. A second-class medical certificate was issued on June 10, 2009, on which date the pilot reported over 2,000 total flight hours and 15 hours in the previous six months.
The student pilot held a student pilot certificate and a third-class medical certificate, both issued June 10, 2009, and was not familiar with the Beech 35 aircraft.
Aircraft Information
The 1952-model Beech C35, serial number D-3396, was a four-seat, low-wing, retractable-gear airplane equipped with a single throw-over yoke and no shoulder restraints. It was powered by a 205-horsepower Teledyne Continental Motors E-185-11 engine, serial number 21691-D-2-11, driving a Hartzell HC-A2X20-4A1 fixed-pitch propeller. On February 11, 2008, a Major Repair and Alteration FAA Form 337 documented the installation of Beryl D'Shannon fiberglass 15-gallon auxiliary wing tip tanks in accordance with Supplemental Type Certificate SA135EA.
Meteorological Information
At 1045, an automated weather reporting station at T65 reported wind from 170 degrees at 9 knots, gusting to 17 knots; visibility 7 miles; clear skies; temperature 91°F; dew point 57°F; and barometric pressure 30.02 inches of Mercury.
Wreckage and Impact Information
The wreckage was found on airport property entangled in perimeter fencing at an elevation of 66 feet, with the nose generally aligned to a 160-degree heading. All major components were accounted for. Initial ground scars included a 60-foot-long semi-circular pattern with white fiberglass fragments consistent with the wing tip tanks. Grass-kill in the area suggested fuel presence. The engine had separated at all mounts but remained attached via control cables. Both propeller blades were separated at the hub and exhibited S-bending, leading edge polishing, and chord-wise scratches.
The right wing's outboard leading edge was crushed inward approximately 4.5 feet, and the right wing tip tank was breached. The broken fuel nozzle from KEBG was found nearby. A perimeter fence pole had cut into the right wing between the flap and aileron, near the upper portion of the fuel tank. The fuselage was buckled upward starting about 20 inches aft of the baggage door. The left ruddervator push-pull rod was fractured in overload. An unmeasured amount of fuel remained in the aft auxiliary tank. The left wing was curled upward from root to tip in a crescent shape, and its tip tank was breached. Mud and debris were embedded along much of the left wing's leading edge. Both flaps were set at approximately 10 degrees. The throw-over yoke was fractured at the hub, with a portion of the control column remaining attached and pointing toward the left side; fracture signatures and bending indicated the yoke was positioned toward the left seat at the time of fracture, and internal mechanisms were consistent with a right-wing-down input. No pre-impact anomalies were found.
Medical and Pathological Information
An autopsy on July 6, 2009, determined the pilot's cause of death as multiple traumatic injuries due to an airplane crash. Forensic toxicology detected no carbon monoxide, cyanide, ethanol, or drugs.
Additional Information
A Beryl D'Shannon Airplane Flight Manual Supplement was found in the wreckage. Under "Normal Procedures," it stated: "Before flight, check the tip tanks for unsymmetrical fuel loading. If fuel tank capacities differ more than 1/4 tank, relocate fuel prior to take-off." Under "Emergency Procedures," it stated: "If for any reason it is necessary to land with more than 1/2 tank difference in tip tank quantities, the landing should be made with wing flaps in the 'up' position."