N8255DBeech J35 · 1957

On June 24, 2013, about 1205 mountain daylight time, a Beech J35 airplane, N8255D, sustained substantial damage following impact with terrain while maneuvering about 10 nautical miles north of Helena Regional Airport (HLN), Helena, Montana. The airplane was operated by Vetter Aviation of Helena. The certified private pilot was fatally injured. Visual meteorological conditions prevailed for the personal flight, which was being operated in accordance with 14 Code of Federal Regulations (CFR) Part 91, and a flight plan was not filed. The local flight departed HLN about 1150.

In a statement provided to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the operator of the airplane reported that the pilot departed runway 34 at HLN and flew north to the local practice area, and had intended to return to HLN. The operator stated that he was not exactly certain what the intention of the flight was for. In an interview with a family member two days after the accident, it was reported that the pilot had a planned trip to the mid-west for the July 4th holidays, and was going out to practice to get current. Records indicated that the pilot had flown a total of about 2.5 hours in the previous 30 days.

A Federal Aviation Administration (FAA) aviation safety inspector provided the NTSB IIC with two witness statements. The first witness, who lived about 1 nautical mile (nm) west of the accident site, reported that he first heard the airplane when its engine suddenly "changed pitch and sped up." He then looked up and saw a single-engine, low-wing airplane in a nose down attitude slowly spinning. The witness stated that he observed probably 5 spins before the airplane disappeared [out of sight]. Additionally, the witness was not certain of the airplane's altitude when he first observed it. He also stated that there were no other airplanes in the area at the time of the accident. A second witness, who resided about 0.8 nm from the accident site, stated the while he was standing in the backyard of his house he heard "the props of a small plane struggling twice," and that he thought he heard a "bang" on impact. He added that he was not certain if there was another airplane in the vicinity of the accident airplane prior to the accident occurrence.

A third witness, who personally contacted and submitted a statement to the NTSB IIC, reported that he lived about 2 nm west of HLN; his location at the time of the accident was about 8 nm south the accident site. The witness stated that on the day of the accident he heard a small aircraft to his east, watched it climb on a northerly heading, and that it appeared to have just taken off from HLN. He said the airplane appeared to be about the size and shape of a Cessna 172, was white, and had what he thought was some red trim. As he watched it climb, he then became aware of another airplane, which was larger than the first airplane, and was also proceeding northbound at between 1145 and 1200. The witness opined that the second airplane was lower, climbing, and was much faster than the first airplane. As he watched the distance between the two airplanes decrease, the larger in trail kept closing on the first airplane, and that the trailing/second airplane subsequently made an evasive type maneuver to avoid colliding with the airplane it was overtaking. The witness stated the last time he saw the trailing/second airplane, it was not on the same heading that it had been on, and that it seemed to be to the right and lower than when he observed it make the evasive maneuver. He also said the trailing/second airplane appeared to be a shiny white.

The local HLN air traffic control (ATC) tower controller on duty at the time of the accident reported that he watched the accident airplane depart to the north, however, he did not observe another airplane in the same vicinity. The only airplane observed in the area was a Cessna 182, which was in the airport traffic pattern practicing takeoffs and landings to runway 27 at HLN. It was also revealed during the investigation that the HLN ATC facility is a non-radar approach control facility, and had no radar coverage for the surrounding area.

The wreckage, which was located about 8 nm north of the departure airport, HLN, had impacted relatively flat-like dessert terrain in a steep nose-down, left-wing-low attitude. The airplane came to rest on the west edge of a dry creek bed, and there was no post-crash fire. All components necessary for flight were accounted for at the accident site.

The airplane was recovered to a secured storage facility for further examination.

The pilot, age 51, possessed a private pilot certificate with a single-engine land rating. A review of the pilot's personal logbook revealed that he had accumulated a total flying time, as of May 5, 2013, which was the last entry observed, of 177.3 hours, 99 hours as pilot-in-command, and 69 hours in the make and model of the accident airplane. In the preceding 30, 60, and 90 days respectively, the pilot had flown a total of 2.5 hours, 2.5 hours, and 5.5 hours. Additionally, the logbook review revealed that the pilot had completed his most recent biennial flight review on September 7, 2012.

The pilot received his most recent FAA third-class airman medical certificate on February 7, 2013, with the following limitations noted: Must wear lenses for distance vision and possess glasses for near vision.

N8255D, a 1957-model Beech J35, Bonanza, serial number D-5356, was a low wing, all-metal, single-engine, V-tailed, four-place monoplane, which had retractable tricycle landing gear. It was white in color, with dark and light blue trim. The airplane was equipped with a fuel-injected, air-cooled, six-cylinder, horizontally-opposed, Continental IO-470-C engine, serial number 72336-4-C, which was rated at 250 horsepower, and a Hartzell 2-bladed, all-metal, constant-speed propeller.

According to maintenance records, the last recorded annual inspection was dated March 22, 2013, at a total airframe time of 5,904 hours, a total engine time of 4,686 hours, and a total time since the engine was last overhauled of 2,020 hours.

At 1153, the HLN weather reporting facility, which was located about 10 nautical miles south of the accident site, reported wind calm, visibility 10 miles, temperature 20 degrees Celsius (C), dew point 7 degrees C, and an altimeter setting of 29.65 inches of mercury.

N8255D, a 1957-model Beech J35, Bonanza, serial number D-5356, was a low wing, all-metal, single-engine, V-tailed, four-place monoplane, which had retractable tricycle landing gear. It was white in color, with dark and light blue trim. The airplane was equipped with a fuel-injected, air-cooled, six-cylinder, horizontally-opposed, Continental IO-470-C engine, serial number 72336-4-C, which was rated at 250 horsepower, and a Hartzell 2-bladed, all-metal, constant-speed propeller.

According to maintenance records, the last recorded annual inspection was dated March 22, 2013, at a total airframe time of 5,904 hours, a total engine time of 4,686 hours, and a total time since the engine was last overhauled of 2,020 hours.

The airplane was observed to have impacted terrain in a left-wing-down, nose-down attitude, on a measured magnetic heading of 090 degrees; the airplane's at rest heading was also 090 degrees. Subsequent to the initial impact, the airplane fell aft and came to rest in a nearly upright orientation, partially lying on its left side. Ground scars were consistent with a high energy vertical impact sequence.

Both wings, which were observed to have remained attached to their respective fuselage attach points, had sustained impact damage. The associated flaps and ailerons of both wings had separated from various attach points and had sustained wing's impact damage.

The left wing and right wing main fuel tanks and their respective auxiliary fuel tanks were observed to have been breached due to post crash impact forces. Both fuel caps were observed intact. There was no fuel recovered from any of the four fuel tanks during the investigation.

The fuel selector was accessed and observed selected to the left main tank position. The handle was free to rotate through 180 degrees without interruption.

Both ruddervators remained attached to the aft section of the fuselage and at all attach points and had sustained impact damage.

The aft fuselage from the aft cabin bulkhead to the empennage was bent, twisted and wrinkled due to impact forces as a result of the near vertical impact sequence.

Control cable continuity was confirmed from both wings and the empennage to the control cable junction located below the forward cabin/cockpit floor area.

The cabin and cockpit areas of the fuselage were both deformed down and aft as a result of the vertical orientation of the airplane during the impact sequence.

All cockpit instrumentation was observed destroyed by impact damage. The propeller, throttle, and mixture controls were all observed in the full forward position.

The nose and main landing gear were not observed at the accident site. A post-recovery examination revealed that all three landing gear were observed in the retracted position.

The examination of the airframe revealed no anomalies that would have precluded normal operation.

An autopsy on the pilot was performed on June 24, 2013, at the Montana State Forensic Science Division, Missoula, Montana. The results of the examination revealed that the cause of death was due to blunt force injuries.

A forensic toxicological examination of the pilot was performed by the Federal Aviation Administration Civil Aeromedical Institute, Oklahoma City, Oklahoma. The report stated that tests for carbon monoxide and cyanide were not performed. No ethanol was detected in body cavity blood. Amlodipine and ranitidine detected in body cavity blood.

Amlodipine, the brand name of which is Norvasc, is a common blood pressure medication.

Ranitidine, the brand name of which is Zantac, is a common medication for indigestion.

On June 26, 2013, the engine was recovered from the accident site to a secured hangar at the Helena Regional Airport for inspection by a Continental Motors Inc., field technician. The examination was performed under the supervision of the NTSB IIC and a representative from the FAA. According to the field technician, the examination of the engine did not reveal any abnormalities that would have prevented normal operation and production of horsepower.