History of Flight
On May 2, 2014, about 1340 eastern daylight time, a Beech V35B registered as N702JS collided with terrain during a landing attempt at Middlesboro-Bell County Airport (1A6), Middlesboro, Kentucky. The private pilot, who had purchased the airplane that morning, flew with another private pilot earlier. After departing on the accident flight, the pilot announced on the common traffic advisory frequency that a door had opened and that he was returning to land. An eyewitness, also the previous registered owner, reported that on final approach, about 30 feet above ground level, the airplane banked left, rolled wings level, flew perpendicular away from the runway, and impacted the ground in a flat attitude. The airplane then became engulfed in flames, and the pilot extricated himself with thermal injuries.
Personnel Information
The pilot, age 71, held a private pilot certificate for airplane single-engine land, issued September 30, 1995, and a third-class medical certificate issued February 21, 2006. On that medical application, he reported approximately 2300 total flight hours. His logbook was not provided to the investigation.
Aircraft Information
The four-seat, low-wing airplane, serial number D-9603, was manufactured in 1974 and powered by a Teledyne Continental Motors IO-550B engine. An annual inspection was completed on May 1, 2014, at a tachometer reading of 2250.5 hours, correlating to an airframe total time of 5363.67 hours. The tachometer at the accident site indicated 2250.58 hours. An FAA Aircraft Registration Form dated May 2, 2014, listing the accident pilot as registered owner, and a Bill of Sale dated the same day, were found in the wreckage.
Meteorological Information
The 1335 weather observation at the airport included wind from 270 degrees at 4 knots, 10 miles visibility, broken clouds at 5,500 feet above ground level, temperature 18°C, dew point 4°C, and barometric altimeter 29.93 inches of mercury.
Airport Information
The publicly owned airport did not have an operating control tower. It had a single runway, 10/28, 3,631 feet long by 75 feet wide, in good condition, at an elevation of 1,154 feet above mean sea level.
Wreckage and Impact Information
Examination by an FAA inspector and a manufacturer representative showed that the airplane impacted the paved portion of the displaced threshold of the intended landing runway with the left wing fiberglass fuel tip tank. The debris path, from initial impact to main wreckage, was about 250 feet long, beginning about 90 feet before the displaced threshold on a course of about 071 degrees. Five ground scars, similar to propeller blade marks, were found progressively increasing in distance, spanning about 48 inches. Flight control continuity was confirmed to all surfaces. The ruddervator trim actuator extension was about one-half inch, correlating to approximately 20 degrees nose-up trim. Both wing flap actuators indicated about 30 degrees flap position. Both main fuel tanks contained about 40 gallons of blue fluid consistent with 100LL aviation fuel; both fiberglass wingtip tanks were breached. The fuel selector valve was in the right wing main fuel tank detent; no fuel system abnormalities were noted. All three landing gear assemblies were extended, and the cockpit gear handle was in the down position. The cockpit and forward cabin, including the main cabin door, exhibited thermal damage consistent with post-impact fire, precluding examination of the door lock mechanism. No evidence of an animal carrier was found, and the dog's location could not be determined.
Test and Research
A postaccident engine examination revealed thermal damage to rear accessories, cables, and hoses. The engine was started in a test cell and operated at various power settings without anomalies that would have precluded normal operation.
Additional Information
The Pilot Operating Manual's before-takeoff checklist includes securing doors and windows. The emergency procedures note that an unlatched door may come open in flight but does not affect flight characteristics; the pilot should return to the field normally and, if practicable, have a passenger hold the door during flare. The maintenance manual specifies inspecting door latching mechanisms for proper engagement and operation.