History of Flight
On June 6, 2010, at approximately 0715 mountain daylight time, a Beech G35, registration N887M, was substantially damaged when it collided with terrain while maneuvering to land at a private airfield near Marble, Colorado. The private pilot was fatally injured, one passenger suffered serious injuries, and another passenger sustained minor injuries. The airplane was owned and operated by a private individual. No flight plan was filed, and visual meteorological conditions prevailed. The local flight had departed the private airstrip around 0630.
According to passenger interviews, the flight was uneventful until the landing attempt. The pilot lowered the landing gear and began searching for the airstrip. The sun had risen above the eastern ridge, and the airplane was flying toward the sun, reducing forward visibility. The pilot stated he had "overshot" the landing area and initiated a left turn. The flight path headed toward rising terrain; the pilot attempted a climb at the last moment but was unsuccessful. The airplane struck several tall aspen trees before impacting the ground. Both passengers reported the engine sounded normal and the pilot did not mention any malfunction.
Aircraft and Pilot Information
The four-seat, low-wing, retractable-gear airplane was manufactured in 1956 (serial number D-4747) and powered by a 225-horsepower Teledyne Continental Motors E-225-8 engine driving a metal two-bladed constant-speed propeller. The most recent annual inspection was completed on February 3, 2010, at a tachometer time of 517.1 hours and a total aircraft time of 3,942.1 hours. The tachometer read 551.3 hours at the accident scene.
The 38-year-old pilot held a private pilot certificate for single-engine land aircraft, issued November 1, 2006, and a third-class medical certificate issued May 25, 2006. His logbook showed approximately 521 total flight hours, with about 23 hours in the accident make and model. His last flight review was on May 4, 2008, in a Cessna 182. On May 2, 2010, he flew 1.3 hours in the accident airplane and received a high-performance endorsement. The certified flight instructor who provided the endorsement stated it was not a flight review. The pilot had no prior experience operating in mountainous terrain and had performed only one landing at the airstrip a few days before the accident.
Meteorological Conditions
At 0653, an automated weather station 16.5 nautical miles northwest of the accident site reported calm winds, visibility 10 miles, clear skies, temperature 54°F, dew point 43°F, and barometric pressure 29.84 inches of mercury.
Airport and Wreckage Information
The private airstrip at Marble is an open field 4,600 feet long, with 4,000 feet suitable for landing. A windsock is located near midfield. The Marble Tourism Association website notes that pilots must be experienced in mountain flying to operate there. The accident site was in a heavily wooded area approximately 2.5 nautical miles east of the runway at an elevation of about 8,400 feet mean sea level. The airplane came to rest nose-up against tall trees.
Examination revealed both wings remained attached but displayed tree strike damage. The left wing auxiliary tank was torn from the wing. The empennage was bent and twisted. Flight control continuity was established. The landing gear was extended, and flaps were retracted. The altimeter was set to 30.38 inches of mercury. The engine separated from the firewall but remained attached via control cables. Both propeller blades had chord-wise scratches, with one curled and the other bent rearward. Continuity was established through the engine. No pre-impact anomalies were detected in the airframe or engine. A Lowrance Airmap 2000 GPS was recovered, but its data was insufficient to provide insight into the accident.
Additional Considerations
Using weather data from the nearby station, the density altitude at the accident site was calculated to be near 10,240 feet. A review of the carburetor icing chart indicated conditions conducive for serious icing at cruise power. However, passengers reported no abnormal engine sounds before impact.
The pilot's autopsy ruled the manner of death as accidental. Toxicology tests detected dihydrocodeine, diphenhydramine, hydrocodone, hydromorphone, and naproxen in various specimens, but opiates were not detected in blood. The pilot had not informed the FAA of any changes in medical status since his last medical application.