History of Flight
On October 16, 2011, at 1256 Pacific standard time, a Beech E33, registration N7011N, experienced a loss of engine power and subsequently struck terrain during a forced landing approximately 9 miles northeast of the Daggett-Barstow Airport in Daggett, California. The airplane, operated by Fly Corona! as a rental, was on a flight from North Las Vegas Airport, Nevada, to Corona, California, under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed.
Radar data and radio communications reviewed by the Federal Aviation Administration (FAA) showed that the pilot contacted Los Angeles Center at 1253:02, reporting level at 8,500 feet mean sea level (msl). At 1253:30, he stated he was in trouble and suspected a propeller failure. The controller advised that Daggett Airport was at his 1 o'clock, 15 miles away, though radar indicated 21 miles. The pilot believed he could reach the airport. Between 1254 and 1256, the pilot and controller exchanged information about occupants, fuel, and airplane color while the aircraft descended from 7,900 to 5,400 feet msl, maintaining a ground speed of 105 knots. The controller alerted the pilot to traffic ahead, but the pilot did not report visual contact. The final radar return at 1256:29 showed the airplane at 4,800 feet msl (about 3,000 feet agl), 13.7 miles from Daggett. The pilot's last transmission at 1257:03 indicated he was still looking for the traffic.
A US Army helicopter pilot in the area reported hearing the pilot announce engine trouble on the airport frequency and observed the airplane descending to about 500 feet agl on a southwesterly course. As it approached power lines, the airplane pitched up 15 degrees, yawed right, and performed two 360-degree rotations in a vertical descent before hitting the ground. There was no post-impact fire.
Personnel Information
The 35-year-old pilot held a private pilot certificate for single-engine land airplanes, issued June 26, 2011, and a third-class medical certificate issued October 13, 2010, with no limitations. His logbook recorded a total flight time of 94.4 hours, including 21 hours in the accident make and model. His most recent flight review was his FAA private pilot check ride on June 25, 2011.
Aircraft Information
The four-seat, low-wing, retractable landing gear airplane (serial number CD-1123) was manufactured in 1967. It was powered by a remanufactured Teledyne Continental Motors IO-470K3 225-hp engine installed on March 19, 1992, and equipped with a McCauley 3A36C343 constant speed propeller installed on June 16, 1998. The most recent annual inspection was completed on July 27, 2011, at 5,468 total airframe hours. The engine had its last service on October 4, 2011, at 2,581.89 hours, with Aero Shell 100 oil. A top overhaul was performed on February 27, 1998, at 1,002.72 hours, replacing parts including valve guides, exhaust valves, and cylinders but not main or connecting rod bearings. On July 1, 2010, trace metal was found in the oil filter, but the next eight inspections were clean. The engine's time between overhaul (TBO) was 1,500 hours or 12 years per Teledyne Continental Motors Service Information Letter SIL98-9A. At the accident, engine time was 2,601.76 hours, with 1,599.04 hours since the top overhaul.
Wreckage and Impact
The wreckage came to rest in a shallow dry desert gully on a 30-degree slope. Witness marks indicated a left bank of about 30 degrees at impact. The propeller had separated and was found 15 feet uphill; its blades were not deformed but had light scratches. The engine, firewall, and cockpit floor were pushed rearward. Both wings exhibited leading edge crushing and hydraulic deformation; fuel cells were breached with no remaining fuel. Landing gear main mounts were extended, flaps were extended about 6 inches, and flight control continuity was established. A uniform coating of oil and dirt was observed on the left belly.
Engine examination revealed a 2-inch hole in the crankcase between cylinders 3 and 4, and metal flakes in the oil filter and sump. The number 1 connecting rod was not attached to the crankshaft; its end cap was bent flat. Connecting rods 4 and 6 had separated, showing black discoloration from extreme thermal stress. Rod 5 was attached but its bearing was deformed and extruded. Rod 2 was attached with dark discoloration. Mechanical damage was evident inside the crankcase, most severe near cylinders 1, 2, and 4.
Medical and Pathological Information
An autopsy was performed on the pilot on October 20, 2011, by the San Bernardino County Medical Examiner. Toxicology tests by the FAA's Civil Aerospace Medical Institute detected ethanol in muscle (144 mg/dl), heart (40 mg/dl), and vitreous (20 mg/dl), along with n-butanol and n-propanol, but the ethanol was determined to most likely originate from sources other than ingestion. No carbon monoxide or listed drugs were found.
Tests and Research
NTSB materials laboratory examination focused on the number 1 piston assembly and connecting rod components. The piston skirt had matte grey and brown areas, multiple nicks and divots, and a 45-degree spiral fracture with an overstress lip. Embedded third-body particles in the skirt were composed of copper, iron, lead, and tin, consistent with connecting rod bearing materials. The connecting rod end cap was flattened; bolts fractured midway with no identifiable features. The yoke fragment had an overstress fracture. The bearing shell showed worn Babbitt exposing the copper underlayer, with burnished backside consistent with rotation.