N702JSTextron Aviation 525B · 2023

On May 2, 2014, about 1340 eastern daylight time, a Beech V35B, N702JS, collided with terrain during a landing attempt at Middlesboro-Bell County Airport (1A6), Middlesboro, Kentucky. The certificated private pilot sustained serious injuries and a dog sustained minor injuries. The airplane sustained substantial impact and thermal damage to both wings and fuselage. Visual meteorological conditions prevailed and no flight plan was filed for the flight. The airplane was registered to a private individual and operated by another private individual under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight.

According to an eyewitness, who was also the registered owner of the airplane on file with the Federal Aviation Administration (FAA), the pilot purchased the airplane the morning of the accident and flew with another private pilot prior to the accident flight. Shortly after departure, on the accident flight, the pilot announced on the common traffic advisory frequency that a "door popped open" and that he was returning to land. The eyewitness further stated that on final approach, about 30 feet above ground level, the airplane banked to the left, rolled wings level, flew perpendicular away from the runway, and impacted the ground in a flat attitude. The airplane subsequently became engulfed in flames, and the pilot extricated himself from the airplane with thermal injuries.

The pilot, age 71, held a private pilot certificate for airplane single-engine land, issued September 30, 1995, and a third class medical certificate issued February 21, 2006. The pilot's logbook was not provided to the investigation team at the time of this writing. On the pilot's February 21, 2006, medical application, he reported approximately 2300 total flight hours.

The four-seat, low-wing airplane, serial number D-9603 was manufactured in 1974. It was powered by a Teledyne Continental Motors IO-550B. Review of the airplane maintenance logbook records showed and annual inspection was completed on May 1, 2014, at a recorded tachometer reading of 2250.5 hours, which correlated to an airframe total time of 5363.67 hours. The tachometer was observed at the accident site and indicated 2250.58 hours.

According to an FAA inspector on scene, an FAA Aircraft Registration Form, No. 2120-0042, was located within the wreckage. The form was dated May 2, 2014, and listed the accident pilot as the registered owner. A Bill of Sale was also provided from the previous registered owner dated May 2, 2014, and indicated that the accident pilot had purchased the airplane from the registered owners.

The 1335 recorded weather observation at 1A6, included wind from 270 degrees at 4 knots, 10 miles visibility, broken clouds at 5,500 feet above ground level, temperature 18 degrees C, dew point 4 degrees C; barometric altimeter 29.93 inches of mercury

The airport is a publically owned airport and at the time of the accident did not have an operating control tower. The airport was equipped with one runway designated as runway 10/28. The runway was 3,631-foot-long by 75-foot-wide runway and was listed as "in good condition." The airport was 1,154 feet above mean sea level.

On-site examination of the wreckage by an FAA inspector and a representative from the airplane manufacturer revealed that the airplane impacted the paved portion of the displaced threshold of the intended landing runway with the left wing fiberglass fuel tip tank. The debris path was about 250 feet in length, from the initial impact point to the main wreckage, began about 90 feet prior to the runway displaced threshold, and was on a course of about 071 degrees. Along the debris path, 5 distinct ground scars were located in the ground, similar in appearance as propeller blade marks. The ground scars varied in distance between each other and were progressively increasing in distance. The distances from the first ground scar to the last ground scar was approximately 48 inches. Further examination revealed flight control continuity to all flight control surfaces and the ruddervator trim actuator extension was measured and found to be about one-half inch, which correlated to approximately 20 degree nose up trim position. Both wing flap actuators were measured and the measurements correlated to about a 30 degree flap position. Both main fuel tanks contained approximately 40 gallons of blue fluid similar in color and smell as 100 LL aviation fuel and both fiberglass wingtip tanks were breeched. The fuel selector valve was found in the right wing main fuel tank detent. The fuel system was free of debris and no abnormalities with the system were noted. All three landing gear assemblies, including the actuators, were found in the extended position and the landing gear selector handle, located in the cockpit, was found in the "DOWN" position. The cockpit and forward portion of the cabin, including the main cabin door, exhibited thermal damage consistent with postimpact fire. The thermal damage precluded examination of the door lock mechanism.

No evidence existed in the wreckage that indicated there was any animal carrier to secure the dog. However, the investigation could not conclusively determine if the dog was in the front seat or some other location in the airplane at the time of the accident.

A postaccident examination of the engine, revealed thermal damage to the rear accessories as well as cables and hoses. The engine was mounted in an engine test cell, started on the first attempt, and operated at various power settings required of a newly manufactured engine. During the engine exam and test run, no anomalies were noted that would have precluded normal operation. For further information in regards to the engine examination please reference the "Engine Examination Report" located in the docket for this accident case.

The Pilot Operating Manual (POM) "BEFORE TAKE-OFF" checklist in Section II, "Normal Procedures" outlines the before takeoff procedures. The procedure states in part "….11. Doors and Windows – Secure…"

In addition Section III "Emergency Procedures" states in part "Unlatched Door in Flight – If the cabin door is not locked it may come unlatched in flight. This may occur during or just after take-off. The door will trail in a position approximately 3 inches open but the flight characteristics of the airplane will not be affected. Return to the field in a normal manner. If practicable, during the landing flare-out have a passenger hold the door to prevent it from swinging open."

According to the Hawker Beechcraft Corporation "Bonanza 35 Series Shop Manual" Section 7C, "Cabin and Baggage Compartment" states in part "…14 Windows and Doors -…Inspect doors for security of attachment. Check latching mechanism for proper engagement and ease of operation. Check that the rotation of the interior door handle without depressing the handle lock release button does not unlatch the door…"