N8743ABeech A35 · 1949

On April 24, 2020, about 1300 Pacific daylight time, a Beech A35 airplane, N8743A, was destroyed when it was involved in an accident near Currie, Nevada. The pilot and two passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

A review of radar data showed that the airplane departed runway 4L at Chandler Municipal Airport (CHD), Chandler, Arizona, about 0933 MST. After departure, the airplane flew west briefly before turning to a northwest heading, which it continued to track for the remaining portion of the flight data. The direction of the flight route was consistent with a direct heading to Twin Falls, Idaho, the planned destination, as well as the reported accident site. The last track data point of the accident flight was about 200 miles southeast of the accident site and showed the airplane at 8,125 ft mean sea level (msl), and about 137 knots.

An ALNOT was issued when the airplane did not arrive at its destination. The wreckage was located early the following day about 20 miles northeast of Currie, Nevada.

The pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent Federal Aviation Administration (FAA) third-class airman medical certificate was issued on June 17, 2019, with the following limitations: he must wear corrective lenses and not valid for flights requiring color signal control during daylight hours. The pilot reported on the application for that medical certificate 900 total hours of flight experience, with 50 hours in the previous 6 months.

The airplane’s main fuel bladder tanks had a capacity of 20 gallons each, of which 17 gallons was usable. The airplane was also equipped with a 20-gallon auxiliary fuel tank, of which 19 gallons was usable. The fuel level of the auxiliary fuel tank could be read by switching the auxiliary fuel gage selector switch on the subpanel to the AUX position. With all the fuel tanks full (including the auxiliary fuel tank), the airplane had a capacity of 60 gallons, with 53 gallons usable.

The airplane’s fuel state at the time of departure could not be determined. The distance traveled on the flight route was consistent with consuming the fuel quantity in the main fuel bladders only. One of the family members had flown on the same route before and stated that sometimes they did not stop for fuel and completed the flight non-stop. There was no evidence that the pilot stopped to refuel during the accident flight.

The airframe and engine logbooks were not located during the investigation.

A review of the weather near the accident site revealed that NOAA numerical model sounding indicated estimated the density altitude of about 7,341 ft msl; indicated winds west to northwest at 10 to 15 knots. The wind profile did not indicate any strong vertical wind shear below 12,500 ft that would support any significant clear air turbulence or significant low-level turbulence over the accident site.

A review of satellite imagery revealed no indications of mountain wave activity. A search of PIREPs revealed that no hazardous weather conditions or turbulence were reported over the route during the period.

The airplane’s main fuel bladder tanks had a capacity of 20 gallons each, of which 17 gallons was usable. The airplane was also equipped with a 20-gallon auxiliary fuel tank, of which 19 gallons was usable. The fuel level of the auxiliary fuel tank could be read by switching the auxiliary fuel gage selector switch on the subpanel to the AUX position. With all the fuel tanks full (including the auxiliary fuel tank), the airplane had a capacity of 60 gallons, with 53 gallons usable.

The airplane’s fuel state at the time of departure could not be determined. The distance traveled on the flight route was consistent with consuming the fuel quantity in the main fuel bladders only. One of the family members had flown on the same route before and stated that sometimes they did not stop for fuel and completed the flight non-stop. There was no evidence that the pilot stopped to refuel during the accident flight.

The airframe and engine logbooks were not located during the investigation.

Examination of the accident site by law enforcement officers revealed that the airplane impacted level terrain in a remote mountain valley at an elevation about 6,539 ft msl. The airplane impacted nose low in an approximate wings-level attitude on a southwesterly heading. All major components of the airplane were located at the accident site. There was no post impact fire.

There was no fuel smell or fuel staining at the site. The empennage was relatively intact. One of the two propeller blades was separated.

Flight control continuity was confirmed, and the flaps were determined to be partially extended. The landing gear was determined to be extended and had partially pushed through the top portion of the wings.

Both main fuel bladder tanks and the auxiliary metal fuel tank were compromised during the impact sequence and no fuel staining was observed in the area surrounding any of the three tanks.

The engine was partially attached to the fuselage. The crankshaft was rotated, and proper valve movement was observed. A borescope examination of the cylinders revealed normal operating signatures.

Postaccident examination of the airframe and engine revealed no preimpact mechanical anomalies or malfunctions that would have prevented normal operation.