Flight History
On January 6, 2023, at approximately 1752 central standard time, a Beech M35 airplane, registration N673V, was destroyed when it impacted terrain near Fayetteville, Arkansas. The flight was operated under 14 Code of Federal Regulations Part 91 as a personal flight. The pilot was fatally injured.
According to ADS-B data, the airplane departed Drake Field Airport (FYV) in Fayetteville at 1531 and flew to Stuttgart Municipal Airport (SGT) in Stuttgart, Arkansas, arriving at 1629. A pilot-rated passenger on that leg reported the flight was routine with no issues. The pilot stated the airplane was fully fueled before departure from FYV and was not refueled at SGT. Two passengers, including the pilot-rated passenger, disembarked at SGT and did not accompany the pilot on the return flight.
The pilot departed SGT at 1649 on a direct northwest course to FYV, climbing to a cruise altitude of 4,500 feet mean sea level (msl). At 1746, while about 18 miles southeast of FYV, the airplane began a descent at an average rate of about 425 feet per minute. At 1752:22, the airplane entered a left turn from an altitude of about 1,875 feet msl. It continued the left turn until the final ADS-B data point at 1752:33, at which time the altitude was 1,625 feet msl and the airplane was on a south course of about 170°.
The pilot had contacted the FYV tower controller, reporting the airplane was about 10 miles from the airport. The controller instructed the pilot to enter a left downwind for runway 16 and cleared him to land. The pilot acknowledged, but no further communications were received.
Witness Report
A witness reported hearing the airplane as it approached. He recalled that the engine sounded as if it was going to lose power and then “revved up really high.” This cycle occurred three or four times over a span of 10 to 15 seconds. The engine seemed to stop, but the witness was unsure if the airplane had simply descended behind a ridgeline. He did not hear the impact and could not see the airplane.
Aircraft Information
The Beech M35 was equipped with two 25-gallon main fuel tanks (one in each wing) and two 10-gallon auxiliary fuel tanks (one in each wing outboard of the main tanks). The fuel selector valve, located near the pilot’s seat, had settings for left main, right main, and auxiliary tanks. The auxiliary tanks fed simultaneously when selected. Excess fuel from the engine was returned to the selected main tank, or to the left main tank if the auxiliary tanks were selected.
Meteorological Information
Sunset occurred at 1717, and civil twilight ended at 1745 on the day of the accident. The moon rose at 1658 and was full, with 100% of its visible disk illuminated.
Wreckage and Impact Information
The airplane impacted trees and terrain about 185 feet south-southeast of the final ADS-B data point, which was approximately 3 miles from the destination airport. The impact path was toward the southeast, and the airplane came to rest upright. The engine, firewall, and instrument panel were partially separated from the airframe, and the cockpit area was compromised. The center fuselage was deformed, and the aft fuselage was partially separated. Both wings remained attached but exhibited leading edge crushing damage. The empennage remained attached to the aft fuselage.
Postaccident examinations of the airframe and engine revealed no preaccident mechanical malfunctions or failures that would have precluded normal operation. All fuel tank caps were securely installed, and each tank appeared intact. Approximately 15 gallons and 10 gallons of fuel were recovered from the left and right main fuel tanks, respectively. Both auxiliary tanks contained minimal fluid. The recovered fluid was clean, free of debris and sediment, and exhibited a blue tint consistent with 100LL aviation fuel. The fuel selector was found positioned to the left main tank.
The airplane was equipped with an electronic engine display unit. Recorded data indicated that upon departure from FYV, all fuel tanks (both main and both auxiliary) were full or nearly full. After takeoff, the right main tank quantity decreased slightly and then remained stable. The left main tank quantity then decreased steadily, consistent with the left main tank being selected. About midflight, the auxiliary tank quantities began to decrease while the left main tank quantity increased, consistent with a switch to the auxiliary tanks.
Upon departure from SGT, the right main tank quantity decreased steadily until about 1738, then remained constant while the left auxiliary tank quantity began to decrease, consistent with selection of the auxiliary tanks. The left main tank quantity increased, also consistent with auxiliary tank selection. About this time, the right auxiliary tank quantity dropped to zero, followed shortly by the left auxiliary tank quantity. At about 1750:00, the fuel flow became unstable and then abruptly decreased to zero about 90 seconds later, remaining at or near zero for the remainder of the data. At the end of the recorded data, the engine display indicated 25 gallons in the left main tank, 8 gallons in the right main tank, and zero gallons in both auxiliary tanks. The recorded data ended at about 1752:19, approximately 14 seconds before the final ADS-B data point.
Medical and Pathological Information
An autopsy performed by the Deputy Medical Examiner at the Arkansas State Crime Lab determined the pilot’s cause of death as multiple blunt force injuries sustained in the accident. Toxicological testing by the FAA Forensic Sciences Laboratory was negative for all substances in the testing profile.