History of Flight
On May 27, 2020, at about 1458 eastern daylight time, a Beech 35-A33 airplane, N123JB, substantially damaged when it collided with trees during a forced landing near Cambridge, Ohio. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 ferry flight.
According to airplane track data, at 1403:43, the airplane was established in a climb after departing from runway 27L at Ohio State University Airport (OSU), Columbus, Ohio. It flew west before entering a climbing right turn to a northeast course, then climbed to 3,000 ft mean sea level (msl) before turning to an east-southeast course. It then climbed to a final cruise altitude of 3,500 ft msl.
Engine monitor and track data indicated fuel flow during takeoff and initial climb was 22 to 23 gph. As the airplane climbed to 3,500 ft msl, fuel flow was 20 to 25.5 gph. Between 1423:45 and 1425:45, fuel flow averaged 22 gph in cruise flight. Between 1425:45 and 1428:28, fuel flow gradually increased to 28 gph. At 1428:28, fuel flow rapidly decreased from 28 gph to 11 gph with corresponding decreases in exhaust gas temperature (EGT) and cylinder head temperature (CHT) at each cylinder. Within 6 seconds, fuel flow returned to 28 gph.
Between 1430 and 1446, average fuel flow was 29 gph and EGT 1,482°F. At 1442:45, the pilot contacted Cleveland Air Route Traffic Control Center (ARTCC) to continue visual flight rules flight following. At 1443:48, radar contact was lost due to reduced coverage. Beginning about 1445, the No. 3 cylinder EGT and CHT decreased at a higher rate. At 1448:31, the pilot stated he was conducting a ferry flight with landing gear down at about 110 knots.
At 1450:15, the airplane began descending from 3,500 ft msl. At 1452:33, the pilot reported an unspecified issue and diverted to Barnesville-Bradfield Airport (6G5). At 1454:04, he declared an emergency due to loss of engine power and identified Cambridge Municipal Airport (CDI). Between 1454:20 and 1454:25, fuel flow increased from 27.7 to 30.1 gph. At 1454:34, the No. 5 cylinder EGT and CHT began decreasing.
At 1455:28, the pilot stated he did not believe he would reach the airport. At 1456:10, he reported being 3 miles from CDI at 2,000 ft msl. After being told the runway was 4/22, he confirmed alignment with runway 22. Between 1456:40 and 1457:30, EGTs fluctuated. At 1457:30, the pilot stated he would have to put the airplane down. At 1457:34, he said he was landing in a field. No further transmissions were received.
Between 1458:00 and 1458:22, fuel flow decreased from 26.7 to 9.6 gph with EGT decreases below 550°F. Witnesses reported low-altitude flight with engine sputtering or misfiring, and one noted a faint transparent film trailing the aircraft.
Aircraft Information
According to maintenance records, on February 5, 2019, at 3,861.1 total airframe hours, the original Continental IO-470-K engine was replaced with a factory rebuilt Continental IO-470-N engine (s/n 1036858) under STC SA5527SW. A McCauley 3A36C434/80VEA propeller and governor were also installed. Last annual inspection was March 15, 2019, at 3,872.9 hours.
On February 3, 2020, the pilot inadvertently landed with landing gear retracted at OSU. The engine was shipped to Continental Services, inspected, and reinstalled on May 22, 2020, at 4,056.8 hours, with a new propeller and overhauled governor. Postaccident review of engine test runs on May 22 showed no anomalies.
On May 27, 2020, at 4,057 hours, damaged flaps were replaced and disabled in the up position; landing gear was disabled in the extended position. A ferry permit was issued for flight from OSU to Hagerstown Regional Airport. At accident time, airframe total time was about 4,058.1 hours; engine had 197 hours since rebuild and 1.3 hours since reinstallation.
Wreckage and Impact Information
The wreckage was at the edge of a field about 3 nautical miles northeast of CDI. There was no evidence of wheel ground contact before the airplane flew into trees on an east heading. The airplane impacted trees a few feet above ground level in level pitch attitude. Fuel was present in both main tanks and the fuel filter, with no water or debris. The fuel selector was in the left main position and functioned normally. About 16 gallons of fuel remained.
Fuel streaks were observed on the lower right engine cowl and fuselage. Internal engine cowling had no pooling, but a few rivet bucktails showed fuel staining. Forward fuel lines had no leaks; lines from firewall to fuel manifold were clear. All injector nozzles except No. 5 (impact-damaged but clear) were unobstructed. The No. 3 cylinder head had blue fuel stains on cooling fins near the intake port. The inter-cylinder baffle between No. 3 and 5 cylinders showed fuel streaking. The postaccident engine examination revealed no mechanical failure preventing normal operation.
Medical and Pathological Information
An autopsy by the Franklin County Forensic Science Center identified the cause of death as blunt force injuries of the head, manner accidental. No significant natural disease was found. Toxicological testing detected diphenhydramine in urine but not blood; famotidine and albuterol (non-impairing) were found in respective tissues.