History of Flight
On March 12, 2010, at 1624 Pacific standard time, a Beech K35, registration N5392E, collided with power lines near Boulder City, Nevada. The private pilot, who was also the owner, was operating the airplane under 14 CFR Part 91 on a cross-country personal flight from Queens Creek, Arizona, with a planned destination of Henderson, Nevada. Visual meteorological conditions prevailed, and no flight plan was filed.
At 1602:30, radar data showed a secondary 1200 VFR code at 8,500 feet msl. The target proceeded on a northwesterly heading and began descending at 1614:31. Recordings of Boulder City UNICOM indicated runway 15 was active. The pilot contacted UNICOM, stating he was low on fuel and needed to land immediately. He reported being over a lake and unable to see the airport. Radar data placed the aircraft over Lake Mojave at 1616:07 at 7,800 feet, heading 319 degrees, ground speed 164 knots. Ground speed decreased to 90 knots within a minute. Weather reports for Henderson indicated winds from 160-190 degrees at 6 to 8 knots.
About 4 minutes 20 seconds later, the pilot requested a straight-in landing and reported gliding. He stated he was passing through 5,000 feet and had the airport in sight. At 1620:56, radar showed the target at 5,000 feet, heading 327 degrees, speed 83 knots. Fifty seconds later, the pilot reported being 5 miles from the airport at 4,000 feet. At 1622:20, the target was at 4,000 feet, heading 321 degrees, 77 knots. A witness in another aircraft reported seeing the airplane strike power lines and descend to the ground east of the airport on final for runway 27 left, about half a mile from the runway numbers. The last radar target at 1624:44 showed 2,300 feet, heading 306 degrees, 76 knots. Boulder Municipal Airport elevation is 2,201 feet.
Personnel Information
The 45-year-old pilot held a private pilot certificate with single-engine land and rotorcraft-helicopter ratings. His third-class medical certificate, issued May 13, 2004, required corrective lenses. The application reported 800 total hours. A logbook found in the airplane showed the last entry on April 6, 2007, with about 542 hours total time. The first flight in N5392E was logged March 1, 1999, with 301 hours in the airplane. The pilot obtained a rotorcraft rating on August 7, 2001, but no rotorcraft time was recorded in the logbook. The rotorcraft certificate application indicated 97.4 total hours, including 87.3 hours of instruction and 10.1 hours PIC solo.
Aircraft Information
The airplane, serial number D-5883, had a total airframe time of 3,164 hours at the last annual inspection on January 15, 2007. The tachometer read 3,164.29 at inspection and 3,190 at the accident scene. The engine was a Teledyne Continental Motors IO-470-C(1), serial number 242115-R, with 462 hours at last inspection.
Wreckage and Impact Information
The main wreckage came to rest upright about 260 feet beyond three parallel sets of power lines running northeast to southwest, about half a mile from the approach end of runway 27L. The debris path followed a magnetic bearing of 306 degrees. First identified debris was from the right tip tank and wing junction, about 100 feet from the power lines. The right tip tank separated and showed a semicircular indentation and striations matching power lines. About 5-6 feet from the outboard edge of the right wing, a similar indentation with aft crush damage and striations was found. One propeller blade bent forward 90 degrees; the other showed leading edge gouges and power line striations. Control continuity was established; gear and flap switches were in the up position, and main landing gear were up.
Meteorological Information
Sun calculations indicated at 1620, the sun was 16 degrees above the horizon at 269 degrees magnetic from the accident site.
Medical and Pathological Information
The Clark County Coroner performed an autopsy. FAA toxicology testing found no carbon monoxide, cyanide, volatiles, or tested drugs.
Tests and Research
The airplane flight manual listed best glide speed of 105 KIAS and emergency landing approach speed of 78 KIAS. The fuel system included two 25-gallon main tanks (22 usable), two optional 10-gallon auxiliary wing tanks (19 usable), and two 20-gallon tip tanks installed per STC SA4-1629. The main fuel selector valve (FSV) had positions OFF, LH TANK (22 GAL), AUX, and RH TANK (22 GAL). Tip tank selectors were separate. At the accident site, the main FSV was in AUX position; left tip tank FSV was OFF; right tip tank FSV was in AUX. Main fuel quantity indicator switch was on right; auxiliary fuel quantity indicator switch on left. Investigators drained 5 gallons of blue fluid (aviation gasoline) from the left main tank and a short dribble from the left auxiliary tank. The left tip tank was breached and leaked. No measurable fuel from right main tank; 1/2 gallon from right auxiliary tank. Right tip tank was empty. Engine examination revealed no anomalies precluding normal operation.