N9438QBeech V35B · 1972

On July 8, 2008, about 1506 eastern daylight time, a Beech V35B, N9438Q, was substantially damaged during approach when it impacted the ground 1/2 mile from Lancaster Airport (LNS), Lancaster, Pennsylvania. The certificated private pilot sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed. The personal flight from Sky Manor Airport (N40), Pittstown, New Jersey, to LNS departed about 1430. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

The airplane was on approach to runway 26, a 6,934-foot-long, 150-foot-wide, asphalt runway.

The pilot stated that approximately three miles from the airport, the airplane was above the glide path indicated by the four-light precision approach path indicator system, which was located on the left side of the runway. He reduced engine power to descend onto the proper glide path. As the airplane started to descend below the glide path, the pilot added power, but the engine did not respond. The pilot then executed a forced landing in a muddy corn field, which resulted in substantial damage to the airplane.

The pilot, age 54, held a private pilot certificate with airplane single-engine land and instrument airplane ratings. His most recent Federal Aviation Administration (FAA) third-class medical certificate was issued on May 5, 2008. The pilot reported 1,537 hours of total flight experience, 1,458 hours as pilot in command, and 1,069 hours in the accident airplane make and model. His most recent biennial flight review was conducted on July 20, 2007.

The four-seat, single-engine airplane was manufactured in 1972, and had accrued 5,164 total flight hours, at the time of the accident. The airplane was equipped with a Continental Motors 285 horsepower IO-520-BB6, engine. The engine had been operated for approximately 691 hours since it was factory overhauled in November 2000, and was installed on the accident airplane on January 12, 2001. The engine was equipped with a controllable pitch Hartzell propeller. The maximum certificated gross weight of the airplane was 3,600 pounds, and the weight of the airplane at the time of the accident was about 2,753 pounds.

The engine's most recent annual inspection was accomplished on October 21, 2007, and it had accumulated 58 hours of service since that inspection.

The 1453 recorded weather observation at LNS included winds from 210 degrees at 7 knots, visibility 10 miles, scattered clouds at 4,800 and 6,000 feet above ground level, temperature 30 degrees C, dew point 21 degrees C, and an altimeter setting of 29.94 inches of mercury.

Review of an FAA Airport Facility Diagram revealed that runway 26 was equipped with a precision approach path indicator (PAPI) system with a 3.00 degree glide path located on the left side of the runway.

Examination of the airplane was conducted by an FAA inspector. The inspector noted that the left main landing gear strut was sheared, and both wings' forward and aft spars were crumpled and bent upward and aft. In addition, the fuselage skin exhibited wrinkling around the wing attachment points, the engine was forced upward, the propeller was bent, and the firewall was buckled. Control continuity was confirmed from all cockpit controls to their respective control surfaces and from the throttle to the fuel servo.

Approximately 15 gallons of fuel were drained out of each of the fuel tanks. The fuel sumps were free of debris, and the fuel boost pump switch was in the 'ON' position. Fuel was present in the fuel servo and fuel injector lines.

On December 8, 2008 the engine was examined at Teledyne Continental Motors in Mobile, Alabama, under the supervision of a Safety Board investigator. The examination did not reveal any preimpact malfunctions and the engine was subsequently taken to a test cell for an engine run.

The engine was mounted on a test stand, and fitted with a test club propeller. The engine started normally on the first attempt. The engine rpm was advanced in increments, and after each incremental rpm increase, the engine was allowed five minutes to stabilize, in preparation for full power operation. During the test run, the engine ran smoothly at all tested speeds, up to and including a maximum of 2,450 rpm. The throttle was rapidly advanced from idle to full throttle several times, and the engine responded normally. The engine operated as expected under all tested conditions, and did not exhibit any characteristics that would have prevented normal operation.