History of Flight
On October 20, 2023, about 1801 Pacific daylight time, a Beechcraft A36, registration N8248K, was destroyed when it was involved in an accident near Covelo, California. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
ADS-B data showed that the airplane departed Heber City, Utah, about 1235 and flew to Shelter Cove Airport (0Q5), Shelter Cove, California. It reached Shelter Cove at 1646, maintaining an altitude of about 3,500 ft mean sea level, and completed a 180° left turn to the northeast while over the airport. At 1650:35, the airplane turned east and continued about 7.5 nautical miles. ADS-B track data ceased at 1654:29 about 1 nm east of Garberville Airport (O16), Garberville, California. A fuel receipt indicated that the pilot purchased about 90 gallons of fuel at Round Valley Airport (O09), Covelo, California, on the day of the accident; the fuel receipt was not timestamped.
The airplane was departing O09 when the accident occurred. According to a witness, the airplane lifted off near the departure end of runway 28 at O09. As it passed near the witness’s house, his kids waved to the pilot, who waved back. The airplane then began a left turn in a nose-high attitude before it disappeared from view. A second witness observed the airplane clear a group of trees by about 20 ft while continuing its left turn about 60 ft above ground level. As the airplane turned east, its bank angle increased to about 70-80°, and it subsequently descended into the ground. The witness noted that “as it was banking, it started coming lower,” and that when the airplane started to bank, “it lost a lot of altitude from that [the start of the bank] to when it hit the mountain.” The airplane exploded after impact and a postcrash fire ensued.
The first witness reported that the engine sounded normal and then he heard a “popping” sound. The second witness stated that the engine sounded normal.
Meteorological Information
Weather satellite imagery indicated cloud cover along the coast at the time of the accident. According to a witness, the skies at the accident airport were clear with little to no wind. The calculated density altitude based on temperature, weather, and barometric pressure from the closest airport weather station about 39 nm southwest of O09 was 3,220.6 ft. The pilot obtained a weather briefing about 1219 through ForeFlight before departure from Utah. O09 was not listed in any of the flight planning categories.
Wreckage and Impact Information
The airplane came to rest oriented on a northeasterly heading on a hillside about 0.4 nm west of the departure end of runway 28, at an elevation about 1,500 ft msl. The airplane’s major structures were all accounted for at the accident site. The first point of impact (FPI) was marked by several trees about 20 ft tall with broken treetops and broken branches at the base of each tree. A 50-ft-long debris path was traced from the FPI to the main wreckage, which was mostly consumed by postcrash fire.
Postaccident examination of the wreckage revealed no preimpact mechanical anomalies with the airframe or engine that would have precluded normal operation.
Additional Information
The airplane weight and balance was calculated using an empty weight of 2,599 lbs, fuel weight of 684 lbs, pilot and passenger weights of 227 lbs and 160 lbs respectively, and baggage weight of 100 lbs. The airplane’s gross weight at the time of the accident was about 3,770 lbs. The airplane was equipped with wingtip fuel tanks installed under supplemental type certificate SA4-1629, which specified a maximum takeoff weight of 3,833 lbs.
Using the flaps-up takeoff distance chart from the pilot operating handbook (POH) with conditions of 26°C, a tailwind of 1 kt, and a 50-ft obstacle, the computed ground roll was at least 2,500 ft. Per STC SA4-1629, an additional 5% increase per 100 lbs above 3,650 lbs extended the takeoff roll to 2,625 ft. The climb chart showed a climb rate of about 1,190 fpm at sea level pressure altitude, 26°C, and 3,600 lbs; STC SA4-1629 reduced this by 100 fpm at 3,780 lbs and sea level.
Stall speeds from the POH at idle power: at 3,650 lbs and 60° bank, stall speed was 84 kts. At 0° bank, flaps retracted, stall speed was about 69 KIAS. Per STC SA4-1629, at 0° bank and 3,700 lbs, stall speed was 63 KIAS; at 3,833 lbs, it was 64.5 KIAS.
An analysis of turning performance using Aerodynamics for Naval Aviators, based on witness statements, indicated that a bank angle of about 51° was required to maintain a 600-ft turn radius at an estimated true airspeed of about 90 kts (84 kts KIAS) at constant altitude.
Medical and Pathological Information
An autopsy of the pilot performed by the Mendocino County Sheriff-Coroner listed the cause of death as blunt force trauma of the head and trunk.