History of Flight
On January 29, 2022, about 1502 Pacific daylight time, a Beechcraft K35 Bonanza, N9530R, sustained substantial damage when it was involved in an accident near Salem, Oregon. The private pilot and the passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The flight departed McNary Field Airport (SLE), Salem, Oregon, about 1458. The pilot requested to stay in the traffic pattern and was cleared for takeoff on runway 34. After takeoff, the pilot remained in left closed traffic and was cleared to land. Before touchdown, the tower controller observed the airplane suddenly pitch up and enter a near vertical climb. The airplane then veered left and entered a near vertical descent, impacting the ground in a near vertical nose-down attitude. No emergency declaration radio call was transmitted during the sequence.
Personnel Information
A review of pilot logbooks indicated that the left seat occupant was an FAA certificated private pilot. The right seat occupant had received some flight training in 1993 and had logged 2.7 hours of dual flight instruction in the months before the accident, but did not possess a FAA student pilot certificate.
Aircraft and Maintenance Information
The airplane's engine logbook showed the last annual inspection was completed 51.9 hours before the accident flight. A subsequent inspection and service, including an oil change and cleaning of the oil suction screen, was conducted 15.6 hours before the accident flight. An engine data monitor (EDM) was installed 1.5 hours before the accident flight, according to an invoice and maintenance entry not yet annotated in the logbook. The EDM non-volatile memory (NVM) data files indicated that the accident flight was the second flight since the EDM was installed. Maintenance records indicated that around the same time, the autopilot pitch servo was repaired. The invoice work order stated that the servo starting voltage and servo motor resistance "were very much out of limits." The servo was removed, sent out for repair, reinstalled, and cable tensions were set, followed by a ground operational check. Review of the airframe logbook indicated that a dual yoke assembly was installed during the last annual inspection, but examination of the airplane revealed a single throw-over yoke remained installed.
Wreckage and Impact Information
The airplane sustained substantial damage to the cabin, forward and aft fuselage, and both wings. The wreckage was located in the grass safety area on the left side of runway 34. The left wing initial impact point was about 17 ft from the asphalt runway, marked by red position light lens fragments. The nose cone, propeller, and engine impacted about 32 ft west of the asphalt runway. The nose cone was embedded 10 inches into the ground. Two propeller blades were with the hub; one blade separated and was found in the impact crater. The engine remained attached to the firewall and main wreckage, which included the fuselage, both wings with left and right main landing gear attached, and the empennage. Postaccident examination of the airframe and engine revealed no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. The nose landing gear sustained impact damage; the main gear were extended and locked. Both wing leading edges were crushed aft with virtually symmetrical impact damage. The left and right flaps were fully extended at 30°. The aileron direct cables were intact from the wing bellcranks to the control chain sprocket in the cockpit. The aileron chain was separated at the sprocket with evidence of being pulled apart. The left aileron wing bellcrank arm attached to the interconnect cable was fractured at the bellcrank, with no evidence of fatigue. The pitch trim actuator indicated a 15° down position (elevator tab limits are 4.5° up to 23° down). The ruddervator cables were continuous from cockpit controls to control surfaces. The left and right ruddervators and elevator trim tabs did not sustain impact damage.
Flight Data and Recordings
FAA ADS-B data indicated the airplane departed SLE on runway 34 about 4 minutes before the accident and remained in the left traffic pattern. The flight track showed the airplane established on final leg and initiating an approach to runway 34. The airplane crossed the runway threshold about 175 ft above ground level (agl) at a ground speed of 70 knots, descending to 150 ft agl about 660 ft beyond the threshold. During the last seconds, the airplane ascended to 200 ft agl at 53 knots, remained at 200 ft agl until ground speed decreased to 46 knots, and then a left roll ensued. The last ADS-B return indicated an altitude of 200 ft agl and ground speed of 44 knots about 1 second before impact.
The EDM NVM data showed normal engine parameters throughout the flight. Fuel flow, fuel pressure, and engine RPM did not increase during short final or the last seconds. Exhaust gas temperature and cylinder head temperatures decreased consistently during the approach. The device's GPS function was not operational. The outside air temperature was about 9°C, consistent with the reported airport temperature. Total flight time was 4.2 minutes. At start of flight, fuel quantities: left main 14 gallons, left auxiliary 6.1 gallons, right main 17.8 gallons, right auxiliary 8.8 gallons.
Medical and Pathological Information
The Marion County Coroner's Office performed an autopsy on the pilot, listing the cause of death as "generalized blunt force trauma" and the manner as accident. The FAA Forensic Toxicology Report was negative for all substances tested. No evidence of pilot incapacitation was identified.