History of Flight
On October 6, 2015, about 1125 mountain daylight time, a Beech P35 (Bonanza) single-engine airplane, N877DM, collided with trees and terrain during cruise flight near Chadron, Nebraska. The airline transport pilot was fatally injured, and the airplane was destroyed. The airplane was registered to and operated by the pilot under 14 CFR Part 91 as a personal flight with an instrument flight rules (IFR) flight plan on file. Day instrument meteorological conditions (IMC) prevailed at the accident site. The flight departed Chadron Municipal Airport (CDR) at 1121, destined for Alliance Municipal Airport (AIA).
The pilot had filed two IFR flight plans that morning using a direct user access terminal service. The second flight plan was for the accident leg between CDR and AIA, with a direct routing and cruise altitude of 7,000 ft mean sea level (msl). A fixed-base operator (FBO) employee reported the airplane arrived on the ramp about 1050. The pilot and passenger briefly entered the lobby but did not use the weather system. The pilot performed a walk-around before boarding, and the airplane taxied about 1110.
According to FAA air traffic control (ATC) track data, the airplane transmitted automatic dependent surveillance-broadcast (ADS-B) data throughout the flight. The flight departed CDR on runway 11 at 1121:19 and turned right toward the south. At 1122:16, the pilot contacted Denver ARTCC requesting to pick up an IFR clearance to Alliance. The controller acknowledged and issued a transponder code, which the pilot correctly acknowledged. The flight proceeded south between 4,200 and 4,400 ft msl at groundspeeds of 135 to 155 knots. At 1125:16, the ADS-B data indicated the airplane at 4,200 ft msl and 143 knots, after which no further data was received. At 1125:23, the controller called the pilot but received no response. The airplane encountered rising terrain and impacted treetops and a ridgeline about 10 miles south of the airport at 4,200 ft msl, about 900 ft above the airport elevation.
Pilot Information
The 61-year-old pilot held an airline transport pilot certificate with multiple ratings and was employed by American Airlines since 1989. He held type ratings for Boeing 727, 737, 757, 767, Douglas DC-9, Fokker 100, and Lockheed JetStar. He also held flight instructor and flight engineer certificates. His most recent FAA first-class medical certificate was issued on June 10, 2015, with a limitation for corrective lenses. On the medical application, he reported 18,900 total flight hours, with 400 in the previous 6 months. An insurance application dated July 24, 2015, reported 19,010 total hours, 939 in the previous year, and 195 hours in Beech Bonanza airplanes. His last flight review was on June 20, 2015.
Aircraft Information
The airplane was a 1963 Beech P35 (Bonanza), serial number D-7238, with a 285-horsepower Continental IO-520-CB-C-BB engine and a three-blade Hartzell propeller. It was equipped for IMC operations. The last annual inspection was on June 11, 2015, at 4,078.86 total airframe hours. The engine had 1,953.08 hours since new and 212.77 hours since major overhaul. The static and transponder systems were tested on March 13, 2015. No unresolved airworthiness issues were found in the maintenance records.
Meteorological Information
The National Weather Service Surface Analysis Chart for 1200 showed a cold front near the area. Terminal forecasts indicated variable surface winds, visibility greater than 6 miles, scattered clouds at 700 ft, and overcast at 2,000 ft. The CDR automated surface observing system at 1053 reported calm wind, 9 miles visibility, broken ceiling at 1,500 ft, overcast at 3,400 ft. At 1153, after the accident, similar conditions were reported. A witness near the accident site reported light precipitation, mist, fog, and low clouds obscuring ridgelines, with improvement near noon. The pilot had not received a formal weather briefing.
Wreckage and Impact Information
The initial impact point was identified by broken treetops, fractured tree limbs, red paint chips matching the airplane's lower fuselage, and a portion of the VHF marker beacon antenna. The main wreckage was in a canyon about 250 ft south-southeast of the last ADS-B position. A debris path about 560 ft long on a 160° magnetic heading led to the main wreckage, which included the fuselage, empennage, right wing, engine, and propeller. Postimpact fire consumed most of the fuselage. The left wing had separated. Flight control cable continuity could not be established due to impact and fire damage, but separations were consistent with overstress. Flaps were retracted, landing gear retracted except left main. The altimeter Kollsman window was set to 30.24 inches of mercury. Engine examination revealed no anomalies precluding normal operation.
Communications
ATC communications indicated normal services. The pilot had not received an IFR clearance and was operating under VFR at the time of impact. The departure airport had a remote communication outlet for obtaining clearances, but it was out of service due to a NOTAM. The minimum IFR altitude over the departure airport was 6,000 ft msl, increasing to 6,300 ft msl about 10 nm south.
Medical and Pathological Information
An autopsy attributed the pilot's death to multiple blunt-force injuries. Toxicology tests were negative for carbon monoxide, ethanol, and all tested drugs and medications.