NTSB Identification: CEN15FA320
14 CFR Part 91: General Aviation
Accident occurred Monday, July 27, 2015 in Amery, WI
Probable Cause Approval Date: 04/14/2016
Aircraft: BEECH M35, registration: N9CB
Injuries: 4 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
The private pilot departed for a personal flight with three passengers in a single-engine airplane near its maximum takeoff weight. About 7 miles northeast of the departure airport, several witnesses noticed the airplane maneuvering. One witness described the airplane in a steep climb, then “making a circle, and then twisting” before dropping nose down and disappearing behind a tree line. Another witness reported seeing the airplane in a nose-down attitude with its wings rocking back and forth. Three other witnesses noticed the airplane spinning before impact. The airplane impacted an open wheat field with a nose-down attitude and low forward velocity, consistent with an aerodynamic stall. Examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s loss of airplane control while maneuvering with the airplane near its maximum gross weight, which resulted in the airplane exceeding its critical angle-of-attack and entering an aerodynamic stall.
On July 27, 2015, about 1724 central daylight time, a Beech M35 airplane, N9CB, was destroyed after impacting terrain near Amery, Wisconsin. The pilot and three passengers were fatally injured. The airplane was registered to and operated by St. Croix Bonanza Association LLC under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed for the flight, with no flight plan filed. The flight departed from New Richmond Regional Airport (RNH), New Richmond, Wisconsin about 1716 and was destined for Voyager Village Airstrip (9WN2), Webster, Wisconsin.
The co-owner of N9CB witnessed the airplane depart from Runway 14 at RNH. He estimated the airplane became airborne about 1,700 feet down the runway, versus a typical ground run of about 1,000 feet. He was concerned for weight and balance reasons when he saw there were four persons in the airplane.
A review of air traffic control radar revealed returns (primary radar only) coincident with the departure time and direction of the planned flight for N9CB. The returns indicated the airplane proceeded from RNH on a northeast track for 7 miles, followed by a right turn near the accident site. Altitude information was not available, due to line of sight limitations of the radar site.
Several witnesses located near the accident site noticed the airplane maneuvering immediately prior to the accident. One witness described the airplane in a steep climb, followed by "making a circle and then twisting" just prior to disappearing behind a tree line. Another witness reported seeing the airplane in a nose down attitude with its wings rocking. Three other witnesses noticed the airplane in a spiraling descent prior to impact and stated the airplane had previously been performing aerobatics, "tricks", or "stunts".
PERSONNEL INFORMATION
The pilot, age 44, held a private pilot certificate with an airplane single engine land rating, as well as a mechanic airframe and powerplant certificate. On May 15, 2015, the pilot was issued a Class 3 medical certificate, with no restrictions. A review of the pilot's flight records indicated that he had logged a total of 368.6 flight hours. During the 90 days prior to the accident, the pilot had flown 6 flights in the accident airplane, with an estimated duration of 13 flight hours.
AIRCRAFT INFORMATION
The airplane, N9CB (s/n D-6231), was a Beechcraft M35 Bonanza manufactured in 1959. The airplane was equipped with a Continental Motors IO-470-C engine (s/n 71133-7-C), a 2-blade, all-metal, constant speed propeller, two 25-gallon main fuel tanks, two 10-gallon auxiliary fuel tanks, and two 15-gallon tip tanks.
On February 7, 2015, the airplane underwent an annual inspection, at an airframe total time of 6,244 hours and a tachometer time of 4,209 hours. The engine was last overhauled on September 26, 2014, at a tachometer time of 4,150 hours.
WEATHER INFORMATION
At 1715, the weather observation station at RNH, located about 7 miles southwest of the accident site, reported the following conditions: wind 150 degrees at 9 knots, 10 miles visibility, scattered clouds at 3,100 feet above ground level, temperature 29 degrees C, dew point 20 degrees C, altimeter setting 29.94 inches of mercury.
WRECKAGE AND IMPACT INFORMATION
The airplane impacted into an open wheat field. Impact signatures were consistent with a 10 to 15 degree nose down attitude and a low forward velocity. A post-crash fire ensued and consumed the cabin area into the rear fuselage area, as well as outboard on the wings, into the wheel well and auxiliary tank area.
The airplane was found intact lying upright on the ground, with the wing leading edges compressed inward on their lower side and ballooned upward on their upper side. The right wing leading edge was separated on the top side from the forward spar.
The landing gear and flaps were retracted, with the landing gear and flap actuators in the up position. The trim tab trailing edge was aligned with the trailing edge of the elevator.
The fuel selector valve was found trapped under the forward wing carry though structure. The fuel selector valve placard was folded around the selector valve handle. The selector valve stem was bent. The fuel selector was in the off position, which was consistent with structure deformation in the area of the selector. The fuel lines and tanks were consumed by fire.
No anomalies were noted with the flight control system. All flight control cables from the cockpit (pitch, roll, and yaw) remained attached to their respective cockpit control and all of the flight control cables were attached to their respective bellcranks near the flight control surfaces. The flight control surfaces remained attached to their respective airframe surfaces. The airplane was equipped with a single throw-over yoke, which was positioned on the left side.
The engine was separated from the aircraft. A postaccident examination of the engine revealed the propeller was separated from the engine and remained attached to the crankshaft propeller flange. The crankshaft was fractured where it entered the crankcase and the fracture surface displayed 45-degree shear lips and cupping. The engine sustained thermal damage that partially melted the housing of a number of the components. The engine sustained impact-related damage that deformed the camshaft drive gear and front crankcase, which precluded rotation of the crankshaft.
The top Champion RHM38E sparkplugs were removed from the cylinders. All displayed a normal worn condition when compared to the Champion Aviation Service Manual (AV6-R). None of the sparkplugs were fouled. The fuel injector lines were removed from the nozzles and each of the nozzles was removed from its respective cylinder. No obstructions were noted in any of the nozzles.
All six cylinders remained attached to the crankcase. The rocker covers were removed and no pre-accident anomalies were noted with the rockers, rocker shafts, or valve springs. A borescope inspection of the six cylinders was conducted, which revealed no anomalies with the piston, cylinder barrel, cylinder head, valve or valve seats.
The vacuum pump was separated from the backside of the engine and sustained impact and thermal damage. Disassembly of the vacuum pump revealed that the rotor was fractured, but all six of the pump vanes remained intact.
Examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
MEDICAL AND PATHOLOGICAL INFORMATION
On July 28, 2015, an autopsy was performed on the pilot by the Midwest Medical Examiner's Office in Ramsey, Minnesota. The cause of death was blunt force injuries. The FAA's Civil Aeromedical Institute in Oklahoma City, Oklahoma performed toxicology tests on the pilot. No tested for drugs were detected.
TESTS AND RESEARCH
An Appareo Stratus 2, which is a battery operated receiver with GPS capability, was recovered from the accident site and evaluated by the NTSB Recorder Laboratory. It was determined that the device did not store any flight data.
WEIGHT AND BALANCE
According to the co-owner of N9CB, the pilot's normal routine was to depart with the airplane's main/auxiliary tanks full. Following his flight on the day prior to the accident, fueling records indicated the pilot fueled the airplane with 23.9 gallons of fuel, which was consistent with filling the main/auxiliary tanks full. The weight of the airplane was estimated to be 3,145 pounds, based on full main/auxiliary fuel tanks and the driver's license weight of the pilot and passengers. The maximum takeoff weight for the airplane was 3,150 pounds.
This maximum takeoff weight was based on a Beryl D' Shannon Aviation Specialties tip tanks supplemental type certificate (STC), which approved an increase of the maximum takeoff weight by 200 pounds. The STC's airplane flight manual supplement does not provide guidance on degraded performance or change airspeed indicator markings to reflect the increase in maximum weight.
ADDITIONAL INFORMATION
A close friend of the pilot stated they had flown together four times in the accident airplane, during which the pilot enjoyed and frequently performed practice stalls. He stated the pilot flew at low altitude several times to "test the waters" and on one occasion, flew about 200 feet agl while "buzzing" a friend's house. This episode, as well as the pilot's frequent performance of practice stalls, concerned him enough that he did not want his son to fly with the accident pilot alone. He stated the pilot and all three passengers, whom he also knew very well, tended to "live life on the edge" and were not averse to high risk activities.
14 CFR Part 91: General Aviation
Accident occurred Monday, July 27, 2015 in Amery, WI
Aircraft: BEECH M35, registration: N9CB
Injuries: 4 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On July 27, 2015, about 1724 central daylight time, a Beech M35 airplane, N9CB, was destroyed after impacting terrain near Amery, Wisconsin. The pilot and three passengers were fatally injured. The airplane was registered to and operated by St. Croix Bonanza Association LLC under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed for the flight, with no flight plan filed. The flight departed from New Richmond Regional Airport (RNH), New Richmond, Wisconsin about 1716 and was destined for Voyager Village Airstrip (9WN2), Webster, Wisconsin.
The co-owner of N9CB stated the airplane departed from Runway 14 with a longer than typical takeoff roll. A witness located near the accident site noticed the airplane in a nose down attitude, with the wings rocking from side to side. The airplane impacted into an open wheat field, with a 10 to 15 degree nose down attitude. A post-crash fire ensued.
At 1715, the weather observation station at RNH, located about 7 miles southwest of the accident site, reported the following conditions: wind 150 degrees at 9 knots, 10 miles visibility, scattered clouds at 3,100 feet above ground level, temperature 29 degrees C, dew point 20 degree C, altimeter setting 29.94 inches of mercury.
FAA Flight Standards District Office: FAA Milwaukee FSDO-13
Any witnesses should email witness@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov .
Eric, Michael and Matthew Larson
Dan Ortner has been identified by the Polk County Sheriff's Office as the pilot of the Beech M35 Bonanza.
To help the Larson Family, click here.
POLK COUNTY, Wis. - Four people killed in a plane crash in southwest Polk County have been identified by authorities.
The Polk County Sheriff has identified the pilot of the single engine airplane that crashed near 150th Street and 30th Avenue in the Town of Alden as 44-year-old Daniel P. Ortner, of North Hudson, Wis. The passengers have been identified as 47-year-old Eric J. Larson, 20-year-old Michael J. Larson and 18-year-old Matthew E. Larson, all of Hudson, Wis.
Michael and Matthew have been identified as the sons of Eric Larson.
Authorities say the plane left the New Richmond Regional Airport about 10 minutes before the crash occurred around 5:30 p.m. Crews arrived on scene to find a plane on fire in a field. After the fire was put out, four bodies were found inside.
Mike Sime, who owns Mike's Standard, said he has known the Larson family three decades.
"It is one of the saddest days of my life. I have known the family for 30 years. It is just a tragedy that I just can't conceive. I just don't believe it is real."
Mike Sime said Matthew Larson became an employee at Mike's Standard, the BP gas station, when he was 15. Matthew Larson's father worked at the shop in the 80's. Matthew Larson's brother worked for Sime also.
"Matt was special. He would always get here 10 or 15 min before it was time to go to work. His dad worked here too when he was in high school," Sime said. "They were just a great family."
Matthew Larson spent the last two years training at Hudson Fire Department. He was the president of the explorer unit, a program for people between the ages of 15-21 interested in a career with the fire department.
In the garage where the fire engines are stored, Matthew Larson's picture and fire helmet were on display Tuesday.
Chief Scott St. Martin with the Hudson Fire Department said Matthew Larson will be remembered for his willingness to serve.
"You rarely see that in someone who is young. He was mature for his age and a very giving person," St. Martin said. "His parents did an awesome job."
Sime's grandson, Ariez Sime, said work will not be the same without Matthew. The two formed a bond during their freshman year of high school. They also worked together changing tires and pumping gas for customers.
On Tuesday evening, the Larson family issued the following statement:
"There is no greater love than that between a parent and their children. On July 27th, Eric, Michael and Matthew Larson were doing what they did best - spending quality time together, which included their friend Dan Ortner. Four incredible lives were taken far too soon and the hearts of two families and countless friends are broken. While the loss we feel today is excruciating, their lives and memories will carry on forever in our hearts. The family sincerely appreciates all of your kind words, thoughts and prayers and respectfully requests you honor their privacy during this incredibly difficult time."
http://www.kare11.com
Four Hudson-area residents were killed Monday in a plane crash in rural Polk County.
The pilot was identified Tuesday by the Polk County Sheriff’s Office as Daniel P. Ortner, 44, of North Hudson. He and his three passengers, Eric J. Larson, 47, Michael J. Larson, 20, and Matthew E. Larson, 18, were all killed in the crash. Michael and Matthew were both sons of Eric Larson.
According to the Polk County Sheriff’s Office, the crash occurred at 5:24 p.m. near 150th Street and 30th Avenue in the town of Alden, a community located southwest of Amery.
The crash occurred 10 minutes after the plane left New Richmond Regional Airport, according to the sheriff’s department.
The single-engine Beechcraft plane crashed in a field near the intersection and burned a portion of the field there.
The Polk County Sheriff’s Office and the Polk County Medical Examiner’s Office are being assisted in the investigation by the Federal Aviation Administration and the National Transportation Safety Board.
New Richmond Regional Airport Manager Mike Demulling described Ortner as a friend and an experienced pilot with “hundreds of hours” of flying time.
Ortner flew the 1959-model plane, registered to the New Richmond-based owner St. Croix Bonanza Association, almost daily, Demulling said.
“It’s a pretty tough day at the airport,” he said.
http://www.hudsonstarobserver.com
The four people killed after a plane crash Monday near Amery, Wisconsin, have been identified.
According to authorities, the Beech M35 Bonanza aircraft crashed in a field near 150th Street and 30th Avenue Southwest of Amery. The Polk County Sheriff's Office said it was notified at approximately 5:24 p.m.
According to the Polk County Sheriff's Office, the pilot has been identified as 44-year-old Daniel Ortner of North Hudson, Wisconsin. The passengers have been identified as 47-year-old Eric Larson of Hudson, Wisconsin, and his two sons, 20-year-old Michael Larson and 18-year-old Matthew Larson.
A written statement from the family of the pilot said, Ortner loved flying and he was a great pilot. The statement went on to read, "the family is heartbroken and grieving for the family and friends of his passengers."
The plane departed from New Richmond Airport 10 minutes before the crash. A witness said he saw the plane twirling on its way down. The sheriff's office said the plane hit the ground nose first and burst into flames.
The Polk County Sheriff’s Office will be assisting the Polk County Medical Examiner’s Office along with the FAA and NTSB as this crash investigation continues.
Source: http://kstp.com
The center of gravity (CG) of an aircraft is the point over which the aircraft would balance.[1] Its position is calculated after supporting the aircraft on at least two sets of weighing scales or load cells and noting the weight shown on each set of scales or load cells. The center of gravity affects the stability of the aircraft. To ensure the aircraft is safe to fly, the center of gravity must fall within specified limits established by the aircraft manufacturer.
ReplyDelete"The 10,000th Bonanza came off the production line in February 1977, but five years later, Beech discontinued production of the V-tail Bonanza to concentrate solely on the straight-tail Bonanza 36. Concerns over the safety of the V-tail design (and the resultant liability) undoubtedly played a major role in that decision. Independent studies found that the V-tail Bonanza had a fatal in-flight failure rate 24 times higher than the straight-tail version; a possible cause is the greater stress placed on the V-tail aircraft’s tail and fuselage during pitch and yaw maneuvers than on the straight-tail version." http://www.pilotfriend.com/aircraft%20performance/Beech/bonanza.htm
ReplyDelete