N887MCub Crafters CC19-215 · 2023

On June 6, 2010, approximately 0715 mountain daylight time, a Beech G35, N887M, was substantially damaged upon impact with terrain while maneuvering to land at a private airfield near Marble, Colorado. The private pilot was fatally injured, one passenger was seriously injured, and one passenger sustained minor injuries. The airplane was owned and operated by a private individual. No flight plan was filed and visual meteorological conditions prevailed for the Title 14 Code of Federal Regulations Part 91 personal flight. The local flight departed the private airstrip approximately 0630.

The two passengers were interview by the National Transportation Safety Board investigator-in-charge (IIC) and two inspectors from the Federal Aviation Administration (FAA). Both passengers reported that the local flight was uneventful until the airplane attempted to land on the airstrip. They stated that the pilot lowered the landing gear and began looking for the airstrip. The passengers described that the sun had risen above the eastern ridge line and the airplane was flying towards the sun making forward visibility difficult. The passenger stated, the pilot said he had "overshot" the landing area and the airplane began a left turn. The airplane's flight path headed towards rising terrain and the passengers stated that the pilot initiated a climb at the last moment, but was not successful. The airplane collided with several tall aspen trees before impacting terrain. The passengers both stated that the engine sounded normal throughout the flight and that the pilot did not remark about any aircraft malfunction.

The pilot, age 38, held a private pilot certificate for airplane single engine land issued on November 1, 2006, and a third-class airman certificate without limitations issued on May 25, 2006. The pilot’s logbook and notepad containing flight times were recovered for examination. Logs revealed that the pilot had logged approximately 521 total hours and approximately 23 hours in make and model. The pilot’s last flight review occurred on May 4, 2008, in a Cessna 182. On May 2, 2010, the pilot flew 1.3 hours in the accident airplane and received an endorsement to operate high performance airplanes. In an interview with an FAA inspector, the certified flight instructor who performed the high performance endorsement flight stated that the flight on May 2, 2010, was not flown as a flight review.

In addition, a review of the pilot’s log book showed that he had not operated airplanes in mountainous terrain. He had performed one landing to the airstrip a few days prior to the accident, but was not familiar with the local area.

The four-seat, low wing, retractable gear airplane, serial number D-4747, was manufactured in 1956. It was powered by a 225 horsepower Teledyne Continental Motors E-225-8 engine, serial number 31032-D-1-8, driving a metal two-bladed Beech 215-107 constant speed propeller. A review of maintenance logbooks found that on February 3, 2010, an annual inspection was completed on the airplane at a tachometer time of 517.1 hours and a total aircraft time of 3,942.1 hours. The tachometer time at the accident scene was recorded as 551.3 hours.

At 0653, an automated weather reporting facility located approximately 16.5 nautical miles northwest of the accident site reported winds calm, visibility 10 miles, skies clear, temperature 54 degrees Fahrenheit, dew point 43 degrees Fahrenheit, and a barometric pressure of 29.84 inches of Mercury.

The Marble airstrip is located on privately owned property and is not open to the general public. Pilots must obtain permission from the land-owner to operate their airplanes on the airstrip. The airstrip area is an open field that is 4,600 feet long, of which 4,000 feet is suitable for landing. A windsock is located near mid-field to the north of the landing area. Information located on the Marble Tourism Association’s website states that “...[a]nyone who wishes to fly into Marble must be an experienced mountain pilot. The airstrip has no tower and is [surrounded] by tall mountains.”

On June 7, 2010, the investigator-in-charge and two inspectors from the FAA responded to the accident site and examined the wreckage. The accident site was located in a heavily wooden area approximately 2.5 nautical miles east of the runway, at an approximate elevation of 8,400 feet mean sea level. The airplane had come to rest with a nose-up attitude against tall trees.

The left wing remained attached to the fuselage and displayed several semi-circular impacts with embedded tree debris consistent with tree strikes. The left wing auxiliary tank was torn from the wing. The right wing remained attached to the fuselage. Damage signatures on the right wing were consistent with a tree tearing the wing from the trailing edge of the wing towards the fuel cap. The right wing auxiliary tank remained attached to the wing. An unmeasured amount of fuel remained in both wing tanks. The empennage was bent to the left and twisted approximately 90 degrees counter-clockwise. The right ruddervator’s push-pull rod was fractured in overload, a portion of the push-pull rod remained secured to the ruddervator horn; the horn was also fractured in overload.

All major aircraft components were accounted for at the accident scene. Flight control continuity was established from the flight control surfaces to the cockpit control. The airplane’s configuration was consistent with the landing gear being extended and the flaps in the retracted position at the time of the accident. The airplane was equipped with a single “throw-over” yoke. The yoke was found secured with the controls toward the pilot. The airplane’s altimeter was set to 30.38 inches of Mercury. The engine separated from the firewall but remained attached to the fuselage via the control cables. Both propeller blades displayed chord-wise scratches; one blade displayed curling and the other blade was bent rearward. Continuity was established through the engine. No pre-impact anomalies were detected with either the airframe or the engine.

A Lowrance Airmap 2000 global positioning system (GPS) was located at the accident scene and retained for further examination.

On June 7, 2010, an autopsy was performed on the pilot by the Montrose Memorial Hospital Division of Forensic Pathology, Montrose, Colorado, as authorized by the Gunnison County Coroner’s Office. The manner of death was ruled an accident.

Forensic toxicology was performed on specimens from the pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The toxicology noted the following findings:

0.047 (ug/mL, ug/g) Dihydrocodeine detected in Urine

0.036 (ug/ml, ug/g) Diphenhydramine detected in Blood

Diphenhydramine detected in Urine

0.124 (ug/ml, ug/g) Hydrocodone detected in Urine

0.066 (ug/mL, ug/g) Hydromorphone detected in Urine

Naproxen detected in Urine

Opiates NOT detected in Blood

The pilot’s last application for medical occurred on May 25, 2006. The pilot had not informed the FAA of any changes in his medical status since the issuance of his medical certificate.

Lowrance Airmap 2000 GPS

The GPS was examined by the NTSB laboratories. The information retained in the GPS was insufficient to provide any insight into the accident.

Density altitude

The airplane impacted terrain at an elevation of approximately 8,400 feet mean sea level. Using data obtained from a weather reported station located 16.5 nautical miles to the northeast of the accident site placed the density altitude of the accident site near 10,240 feet.

Carburetor icing

A review of the carburetor icing chart located in the FAA Special Airworthiness Bulletin CE-09-35 "Carburetor Icing Prevention" revealed that the airplane was operating in an area conducive for serious icing at cruise power. Damage to the airplane precluded documentation of the carburetor heat control. However, the passengers did not report any abnormal sound from the engine prior to impact.