History of Flight
On August 12, 2013, about 1130 mountain daylight time, a Beech E35, N3226C, impacted terrain while landing at Yellowstone Airport (WYS) in West Yellowstone, Montana. The airplane was registered to Avery Enterprises, Inc., and operated under 14 CFR Part 91. The commercial pilot was fatally injured; the one passenger sustained serious injuries. The airplane sustained substantial damage. The cross-country business flight departed Rigby, Idaho, after 1000, with a planned destination of Tioga, North Dakota. Visual meteorological conditions prevailed, and no flight plan was filed.
The passenger was hospitalized for an extended period and had no recollection of the accident.
Witnesses at WYS reported that the accident pilot repeatedly attempted radio contact on the airport unicom frequency (123.0) but did not respond to any replies from the fixed base operator. The airplane was observed making a low approach down runway 19 between 100-200 feet above ground level with landing gear extended. Later, the airplane was on the downwind about 50-75 feet above the ground, with landing gear extended and engine sounds normal. One witness watched the airplane turn left onto the base leg; it appeared to have overflown final and was attempting to correct "when it stalled." The witness then saw the airplane descend nose low until impact.
Personnel Information
The 67-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. He held a second-class medical certificate issued June 6, 2013, with the limitation that he must wear corrective lenses. His logbook showed total flight time of 4,516.0 hours as of July 31, 2013, with 35.9 hours in the last 90 days, all in the accident airplane. He completed a biennial flight review on June 12, 2013.
Aircraft Information
The airplane was a Beech E-35, serial number D-3891. Total airframe time at the last annual inspection (June 12, 2013) was 6,016.5 hours; tachometer read 1,912.5 at inspection and 1,960.48 at the accident scene. The engine was a Continental Motors E-225-8, serial number 30267-D-4-8, with total time at last 100-hour inspection of 3,652.5 hours and time since major overhaul of 1,693.3 hours. The last maintenance entry in the engine logbook was June 25, 2013 (tach 1,915.7), installing a fuel pump. The most recent generator maintenance was June 9, 1982 (tach 847.48), replacing bearings and oil seal. Weight and balance were within operating limits. Calculated stall speeds at weight 2,262 pounds: flaps retracted, 0° bank 54 knots, 30° bank 57 knots, 45° bank 63 knots, 60° bank 74 knots.
Wreckage and Impact Information
The first identified point of contact was the ground impact where the airplane came to rest, with no debris path. The fuselage orientation was 172° on a 40° up-slope. Flight control continuity was established for all surfaces. The airplane was intact; main landing gear struts protruded through both wings. Both 20-gallon wing fuel tanks were intact; right tank empty, left tank contained 12-15 gallons of aviation fuel. Fuel selector was on left tank. The wobble fuel pump handle was extended. The manual landing gear extension boot was removed, and the hand crank was engaged (manual extension position). The landing gear motor circuit breaker was not pulled out. The flap actuation switch was in the extend position, but flaps were found retracted.
Communications
The pilot attempted radio contact on the airport unicom frequency 123.0 but could not hear responses. Postaccident examination found the volume knob on the airplane communication radio was at the lowest setting.
Medical and Pathological Information
An autopsy was completed on August 12, 2013. Toxicological testing showed no findings for carbon monoxide, volatiles, or tested drugs. Tests for cyanide were not performed.
Tests and Research
On August 14, 2013, the wreckage was examined at Arlin's Aircraft Service in Belgrade, Montana. The battery was disconnected; voltage tested at 12 volts with 60% charge. External power was applied but no energizing due to a broken solenoid post (likely impact damage). When the solenoid was activated via jumper wire, electrical systems energized. The comm-1 radio volume knob was turned all the way down; the radio had impact damage and was stuck in transmit mode. The generator was removed and failed to produce power; during disassembly, the rear cap bearing was worn and in pieces, and the stator was eroded. The generator was last serviced 1,113 hours prior to the accident.