Accident Overview
On August 18, 2014, at approximately 2130 Pacific daylight time, a Beechcraft V35B Bonanza, registration N1160T, collided with terrain while maneuvering near Novato, California. The airplane was operated by the private pilot under 14 CFR Part 91 as a personal flight. The pilot was fatally injured and the airplane was substantially damaged. Visual and instrument meteorological conditions and dark night conditions prevailed. An instrument flight rules (IFR) flight plan was filed. The cross-country flight originated from Brookings Airport (BOK), Brookings, Oregon at 1920, with a destination of San Carlos Airport (SQL), San Carlos, California.
Pilot Information
The pilot, aged 51, held a private pilot certificate with airplane single-engine land and instrument ratings. His most recent third-class FAA medical certificate was issued in June 2008 with no limitations. On that application, he reported 650 total flight hours and 50 hours in the preceding six months. Pilot logbooks were not obtained during the investigation.
Aircraft Information
The four-seat, low-wing Beechcraft V35B Bonanza (serial number D-9928) was manufactured in 1976. It was powered by a Continental IO-520-BB engine (serial number 285974) rated at 285 horsepower, equipped with a McCauley variable-pitch propeller. Maintenance logbook records indicated an annual inspection completed on May 23, 2014, at a tachometer reading of 2,707 hours, airframe total time of 2,707 hours, and engine time since major overhaul of 852 hours. Post-accident thermal damage prevented obtaining current tachometer and Hobbs hour-meter readings. On August 17, 2014, the airplane was refueled with 52 gallons of 100LL fuel at Southwest Oregon Regional Airport, North Bend, Oregon.
Meteorological Conditions
The closest weather reporting station was at Gnoss Field (DVO), 9 miles east of the accident site at an elevation of 2 feet msl. At 2115, an automated observation reported wind calm, visibility 10 statute miles, sky clear, temperature 15°C, dew point 13°C, and altimeter 29.83 inches of mercury. Conditions deteriorated after 2200 with overcast ceilings at 1,100 feet agl or lower. Similar conditions were reported at Napa County Airport and Charles M. Schulz–Sonoma County Airport. Satellite imagery showed low stratiform clouds along the coast and inland near the accident site around the time of the accident. Official sunset was at 1959, end of civil twilight at 2027, and moonrise at 0039.
Communications and Radar Data
According to air traffic control (ATC) communications, the pilot contacted Seattle ARTCC and was transferred to Oakland ARTCC. The Seattle controller noted a radar outage and informed the Oakland controller to expect the pilot 85 miles north of Mendocino. The Oakland controller initially could not see the aircraft due to transponder issues; after the pilot recycled the transponder, radar contact was established.
At 2121:07, the controller instructed the pilot to change frequencies to NORCAL approach. At 2121:23, the pilot reported engine trouble and declared an emergency at 2121:34. The controller provided vectors to Sonoma County Airport (STS), about 27 miles north, and then to Gnoss Field (DVO), about 14 miles east. At 2126:37, the pilot stated engine power had returned. Approximately five minutes after the initial power loss report, the pilot continued eastbound. Shortly after, radar and radio contact were lost when the airplane was about 8 miles west of DVO. The last transmission from N1160T was at 2130:48, “one thousand feet.”
Radar data showed the airplane initially southbound at 7,200 feet msl, descending over seven minutes to 6,000 feet, then making turns and descending further. The last 10 radar targets indicated an easterly heading descending to about 1,000 feet, with the final target about 1/3 mile from the accident location.
Wreckage and Impact
The accident site was approximately 7 miles northwest of DVO, on a northeast-facing slope at an elevation of about 700 feet msl. The debris path was about 350 feet long in a direction of about 045 degrees magnetic. Postimpact fire consumed about 32 acres and partially consumed the wreckage. The first identified point of contact showed disturbed dirt and grass, with nose landing gear components nearby, consistent with the landing gear in the down position. The main wreckage (fuselage, wings, cabin, rear fuselage, and empennage) remained mostly intact. Both flap actuators were retracted. Flight control system continuity was confirmed. The propeller assembly separated from the engine. The landing gear actuator orientation suggested the gear was commanded to the extended position.
Medical and Pathological Information
An autopsy conducted on August 23, 2014, determined the cause of death as multiple blunt impact injuries. Forensic toxicology examinations detected no carbon monoxide, cyanide, ethanol, or screened drugs.
Additional Examinations
Post-accident examination of the engine revealed thermal damage but no evidence of preimpact mechanical failure. The propeller showed impact damage consistent with rotational energy absorption above windmilling, indicating some engine power at impact, but exact power levels could not be determined. No propeller failure or malfunction was found.
The fuel selector valve was found in the left tank position. The horizontal situation indicator compass ring was oriented about 030 degrees. The artificial horizon gyro showed scoring indicating it was spinning at impact. The vacuum pump exhibited normal operating signatures.
Witness Information
A witness located about 2 1/2 miles south-southwest of the accident site reported hearing a loud engine as an airplane flew low overhead, drowning out his television. A second witness, 1 1/2 miles farther west, also heard a loud engine at low altitude and noted heavy fog at the time.
ATC Procedures
The controller issued radials and radar vectors during the emergency. FAA publications outline procedures for safety alerts; the controller informed the pilot of the minimum vectoring altitude (3,400 feet) when the aircraft descended below 2,000 feet over mountainous terrain. A safety alert regarding terrain proximity was not explicitly documented in the communications transcript.