History of Flight
On July 25, 2009, at 0852 central daylight time, a Beech V35/B, registration N9112S, lost power during climb and impacted terrain one mile north of Wiley Post Airport (PWA), Oklahoma City, Oklahoma. The personal flight was conducted under visual flight rules (VFR) and had departed from PWA at 0847, en route to Enid Woodring Regional Airport (WDG), Enid, Oklahoma. Visual meteorological conditions prevailed. The airplane sustained substantial damage; the pilot was fatally injured, and the four passengers were seriously injured.
The airplane was on a northerly course two miles northeast of PWA when the pilot reported a loss of engine power. He executed an off-airport emergency landing. The airplane struck a tree and the concrete base of a light pole, then came to rest upright on a grassy area approximately 100 feet from the initial impact point. First responders noted a significant fuel spill but no post-impact fire.
Previous Incidents
An aircraft broker assisting the pilot with the sale of N9112S recounted a flight on July 21, 2009, during which the pilot experienced an autopilot disengagement and fast landings. On landing at Larned-Pawnee County Airport (LQR), Larned, Kansas, the engine quit after touchdown but was restarted. The broker also described a flight through clouds without an IFR clearance, though the pilot avoided clouds on the return leg. In a conversation on July 23, 2009, the pilot mentioned that during a previous flight, the engine quit while cross-feeding tip tank fuel but restarted when switching to a main tank.
A mechanic who had performed maintenance on N9112S noted two prior instances when the engine quit during cross-feeding; he had repaired a loose switch. The pilot's wife recalled at least two previous in-flight engine failures that were successfully restarted.
Personnel Information
The 59-year-old pilot held a private pilot certificate with single-engine land and instrument ratings, and a restricted third-class medical certificate issued October 9, 2008. His logbook showed 1,459 total hours, with 315 hours in the same make/model and 12 hours in the accident airplane within the preceding 90 days. He completed a biennial flight review on July 20, 2009.
Aircraft Information
N9112S (serial number D-9856) was a 1976 Beech V35/B low-wing, single-engine airplane. It was originally powered by a Continental IO-520-BA engine rated at 285 horsepower; at the time of the accident, it had a Continental IO-520-BB engine (serial number 830058-R) of the same rating, driving a McCauley 3-blade constant-speed propeller. The aircraft was equipped with a Garmin GNS 430W, JP Instruments EDM-700 electronic engine analyzer, and a handheld Garmin GPS Map 496. The fuel system included two 74-gallon usable main tanks and an Osborne tip tank system adding 20 gallons each, with a five-position fuel selector valve (off, left tip, right tip, right main, left main).
Maintenance records indicated the last annual inspection was completed May 23, 2008, at 2,046.9 aircraft hours and 388.9 engine hours. A new annual inspection was substantially completed on July 20, 2009, pending replacement of an illegible fuel placard and a logbook entry from a sheet metal shop. At the time of the accident, total aircraft time was 2,094.9 hours and engine time 436.9 hours.
Meteorological Information
At 0853, the PWA automated weather observing system reported wind from 220° at 10 knots, visibility 10 miles, clear skies, temperature 82°F, dew point 63°F, altimeter 29.93 inHg.
Wreckage and Impact Information
The accident site was on a grassy lawn adjacent to a six-lane road. A 30-foot tree was struck, with debris scattered across a 285° bearing for about 100 feet. The airplane was upright, oriented 140°, with all parts present. Both wings had impact damage and vegetation smears. The right tip tank separated and was found near a light pole base. First responders used the "jaws of life" to remove the roof. The flaps were up, landing gear up, fuel selector in left main, battery/alternator switches on, magneto switch off, auxiliary fuel pump off, and the tip cross-feed switch separated (position undetermined).
After moving the wreckage, investigators observed damage to sump drain valves. The fuel selector valve moved freely and was removed for testing. The only fuel line with visible fuel was from the selector to the boost pump. The electric boost pump operated but yielded little fuel.
Engine Examination
On October 20, 2009, the engine was examined at Teledyne Continental Motors. It had impact damage to the oil sump and mounts; dye penetrant inspection of the crankshaft flange showed no cracks. Cylinders had normal combustion deposits and some corrosion. The engine was installed in a test cell with a test propeller. It started without hesitation and ran through various RPM steps, accelerating normally and producing rated horsepower without interruption. No pre-impact anomalies were found that would have precluded normal operation.
Fuel Selector Valve Examination
On September 28, 2009, the Osborne fuel selector valve (P/N 288, S/N 55034) was tested at Osborne Tank and Supply. It passed all leak, pressure, and liquid flow tests with no restrictions or leaks.
Data Recorder Analysis
Data from the EDM-700 and GPS Map 496 were recovered. The EDM-700 showed all six exhaust gas temperatures decreasing from 0950:52 to 0951:04 (system time). The GPS recorded a maximum altitude of 2,486 feet MSL at 0951:07, then descending with decreasing ground speed until impact.
Pathological Information
The pilot's medical certificate application (October 9, 2008) denied any medication use or medical history, but hospital records from June 2008 revealed extensive conditions including hypertension, irregular heartbeat, depression, anxiety, and others, with prescribed medications. The autopsy listed multiple blunt force injuries as cause of death, and noted severe coronary artery disease. Toxicology detected multiple medications, including some for depression and anxiety, but no alcohol or carbon monoxide.