Wednesday, August 24, 2022

Bell 206B JetRanger II, N770HP: Fatal accident occurred August 23, 2022 in Whiteside, Marion County, Tennessee

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. 

Investigator In Charge (IIC): Read, Leah

The National Transportation Safety Board travelled to the scene of this accident.

Additional Participating Entities:
Ian Mullins; Federal Aviation Administration / Flight Standards District Office; Nashville, Tennessee
Rolls Royce; Indianapolis, Indiana
Transportation Safety Board of Canada; Quebec
Bell Textron; Hurst, Texas

Tennessee Highway Patrol

Tennessee Department of Safety


Location: Whiteside, Tennessee 
Accident Number: ERA22FA383
Date and Time: August 23, 2022, 14:47 Local
Registration: N770HP
Aircraft: Bell 206B
Injuries: 2 Fatal
Flight Conducted Under: Public aircraft

On August 23, 2022, about 1447 central standard time, a Bell 206B helicopter, N770HP, was substantially damaged when it was involved in an accident near Whiteside, Tennessee. The pilot and the passenger/observer were fatally injured. The helicopter was operated as a public use aerial observation flight.

The helicopter was operated by the Tennessee Department of Safety. The pilot was a sergeant with the Tennessee Highway Patrol, and the passenger/observer was a detective with the Marion County Sheriff’s Department.

According to the Tennessee Department of Safety, the pilot and the passenger / observer had been conducting a joint-agency marijuana eradication mission that day and stopped for lunch and fuel at the Marion County Airport (APT) in Jasper, Tennessee, at 1248. The pilot purchased 48 gallons of Jet A at 1251. After lunch, a call came in requesting back up for a pursuit that the Tennessee Department of Safety was engaged in. The pilot felt the pursuit would be over before they arrived to assist. Then a call came in about a missing person case that the passenger/observer was working and was not associated with the eradication mission. The pilot and passenger / observer departed at 1401 and flew to a set of coordinates of where the missing person was believed to be. The missing person was not located, and the helicopter returned to join the eradication efforts.

A witness was driving eastbound on Highway 24 toward Chattanooga, Tennessee, when he observed a “dark colored helicopter” headed westbound just north of the interstate. The witness was talking on the phone to his wife, and he told her how concerned he was that the helicopter was flying very low and near a set of powerlines. The helicopter did not appear to be in distress. The witness then saw the helicopter strike the powerlines and observed an “arc.” The helicopter spun a few times and it appeared as if the pilot was trying to regain control. The witness said the helicopter descended out of view. At the same time, a broken section of a
powerline cable fell on the highway in front of his vehicle. He was unable to stop in time and ran over the cable.

The helicopter came to rest in heavily wooded and steep mountainous terrain on the west side of the powerlines. The nose of the helicopter was embedded in the ground on a ravine wall with the tail section pointed straight up in the air. There was no post-impact fire. The tail boom (minus the tail rotor) separated from the helicopter just aft of the horizontal stabilizer and was located downhill of the helicopter. This section of tail boom exhibited an impact mark consistent with contact of the main rotor blade. The tail rotor (minus one blade) was located approximately 100 ft east of where the helicopter came to rest and under the powerlines. Damage to the tail rotor and tail rotor gearbox was consistent with impact damage. The other tail rotor blade was not located. The top portion of the vertical stabilizer had also separated from the helicopter and was found under the powerlines and adjacent to a set of train tracks located north of where the helicopter came to rest. The fractured area of the vertical stabilizer exhibited striated gouging marks consistent with contact with power lines.

One of the two main rotor blades remained partially attached and was fractured just outboard of the doubler. Examination of the blade revealed striated impact marks on the bottom of the blade about 2/3 outboard of the blade root. These striated marks were consistent with impact with the powerline. The other blade separated just outside its doubler and was found uphill of where the helicopter came to rest. The trailing edge tip of the blade exhibited arcing.

The wreckage and a handheld GPS unit were retained for further examination.

Aircraft and Owner/Operator Information

Aircraft Make: Bell 
Registration: N770HP
Model/Series: 206B
Aircraft Category: Helicopter
Amateur Built:
Operator:
Operating Certificate(s) Held: None
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC
Condition of Light: Day
Observation Facility, Elevation: CHA, 688 ft msl
Observation Time: 14:53 Local
Distance from Accident Site: 15 Nautical Miles 
Temperature/Dew Point: 30°C /18°C
Lowest Cloud Condition: Scattered / 4500 ft AGL 
Wind Speed/Gusts, Direction: / ,
Lowest Ceiling: Broken / 25000 ft AGL
Visibility: 10 miles
Altimeter Setting: 29.97 inches Hg
Type of Flight Plan Filed: None
Departure Point: Jasper, TN (APT) 
Destination: Whiteside, TN

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries:
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 34.99754,-85.50975

Rotorcraft crashed under unknown circumstances on a mountain side after hitting high tension powerline. 

Date: 23-AUG-22
Time: 20:00:00Z
Regis#: N770HP
Aircraft Make: BELL
Aircraft Model: 206
Event Type: ACCIDENT
Highest Injury: FATAL
Total Fatal: 2
Flight Crew: 1 Fatal
Pax: 1 Fatal
Aircraft Missing: No
Damage: UNKNOWN
Activity: PUBLIC USE
Flight Phase: EN ROUTE (ENR)
City: WHITESIDE
State: TENNESSEE

Those who may have information that might be relevant to the National Transportation Safety Board (NTSB) investigation may contact them by email witness@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov. You can also call the NTSB Response Operations Center at 844-373-9922 or 202-314-6290.

A witness to the August 23 Tennessee Highway Patrol helicopter crash that killed the trooper pilot and a Marion County Sheriff’s Office detective saw the aircraft clip a TVA power line before it spun out of control and plunged out of sight, a National Transportation Safety Board preliminary report states.

The witness was on Interstate 24 headed east toward Chattanooga when he saw the helicopter overhead a few minutes before 3 p.m. CDT, according to an NTSB preliminary report released this week.

“He observed a ‘dark colored helicopter’ headed westbound just north of the interstate,” the preliminary report states. “The witness was talking on the phone to his wife, and he told her how concerned he was that the helicopter was flying very low and near a set of power lines. The helicopter did not appear to be in distress. The witness then saw the helicopter strike the power lines and observed an ‘arc.’

“The helicopter spun a few times, and it appeared as if the pilot was trying to regain control. The witness said the helicopter descended out of view,” the report states. “At the same time, a broken section of a power line cable fell on the highway in front of his vehicle. He was unable to stop in time and ran over the cable.”

According to the report, the helicopter crashed in the steep mountainous terrain of Aetna Mountain west of the CSX railroad tracks that cross I-24.

Marion County Detective Matthew Walker Blansett and Highway Patrol Sgt. Harold Lee Russell were killed when the Bell 206 helicopter owned by the Tennessee Department of Safety hit a high tension power line, according to the Federal Aviation Administration. The FAA said it has no record of accidents or incidents for the helicopter that crashed and no record of accidents, incidents or enforcement actions for Russell.

Blansett, 40, of South Pittsburg, Tennessee, was a longtime veteran officer with the Sheriff’s Office and also served as a Marion County commissioner alongside his father, Don Blansett. Blansett’s mother and sister also serve in public office. The pilot, Russell, 35, of McKenzie, Tennessee, had flown many missions in the Chattanooga region, according to authorities.

The NTSB report contained a Tennessee Department of Safety account of the helicopter’s day closely resembling an account given to the Times Free Press by Marion County Sheriff’s Office Detective Gene Hargis.

Blansett and Russell had been conducting a joint-agency marijuana eradication mission that day and stopped for lunch and fuel at the Marion County Airport in Jasper, the report states. Russell purchased 48 gallons of fuel, and after lunch, a call came in requesting backup for a police pursuit, but Russell felt the pursuit would be over before they arrived to assist.

Then a call came in about a missing person case that Blansett was working, not associated with the eradication mission, the report states. Blansett and Lee departed at 2:01 p.m. CDT and flew to a set of coordinates where the missing person was believed to be. The missing person was not found, and Blansett and Lee returned to join the eradication team, the report states.

Hargis’ last words to the two men as they left that day from a lunch of Subway sandwiches were, “Y’all be careful, boys,” the detective said in a phone interview Aug. 26.

In the preliminary report, NTSB investigators describe a violent impact.

“The nose of the helicopter was embedded in the ground on a ravine wall with the tail section pointed straight up in the air,” the report states.

There was no indication of fire. The tail boom appeared to have been struck by one of the helicopter’s two rotor blades, the report states, and there was rotor blade damage consistent with striking a power line, including signs of arcing on the trailing edge of one of the blades.

A handheld GPS device found at the site was retained along with the aircraft wreckage, the report states.

The helicopter wreckage was recovered Aug. 25 and taken to an undisclosed facility in Springfield, Tennessee, for further examination, an NTSB spokesman said Tuesday in an email.

Typically, an NTSB investigation takes a year to two years for a final report, but it’s possible an interim report will be issued at the halfway point before a final report is issued, the NTSB said.


Matt Blansett
~

Lee Russell with his helicopter in 2013
~



A state trooper and a Marion County deputy died in a helicopter crash in Marion County on Tuesday afternoon. 

THP Captain Travis Plotzer said, "Today is a very tragic day for law enforcement, we appreciate all your support."

The pilot was Sgt. Lee Russell, a veteran helicopter pilot for the Tennessee Highway Patrol.

Flying with him was Marion County detective Matt Blansett, who also was a member of the Marion County Commission. A Jasper resident, he represented Commission seat C.

The chopper was doing surveillance work seeking to identify trails leading to drug hideouts, stolen vehicles, etc. 

The helicopter clipped into a powerline by I-24 not far from the 1-24/I-59 split. Traffic was initially halted in the vicinity of the crash, but the roads were later reopened.

The helicopter continued on after hitting the power lines. Shortly before 7 p.m. the helicopter was located with help from TVA. 

The crash site was at a remote area of Aetna Mountain.

The location where the power lines were clipped was on SR-134 at Post Trail.

The Federal Aviation Administration was investigating.

In 2013, the THP announced the assignment of Trooper Russell to West Tennessee. He was a native of McKenzie, Tn. and he graduated from the University of Tennessee Martin. He initially served with the Henry County Sheriff’s Office as a rotorcraft and fixed wing pilot for the 24th Judicial Drug Task before graduating from the THP Trooper Cadet Academy in 2010. Afterward, he was assigned to the Aviation Section and he underwent advanced flight training focusing on airborne law enforcement techniques.

“Our pilot is always on-call, ready to respond anywhere he is needed in west Tennessee. Trooper Russell has excelled in all areas of his advanced training and will no doubt prove to be a great asset to public safety in west Tennessee,” officials of the THP said in 2013.


Scott County Sheriff's Office - 

Our deepest condolences for our Tennessee Highway Patrol family and that of Sergeant Lee Russell, along with his passenger, a Marion County Sheriff's Deputy, were both killed this afternoon in a terrible helicopter crash while serving the citizens of the State of Tennessee. God bless these dedicated law enforcement officers and their families during this unimaginable time. 

-Sheriff Phillips & Staff


MARION COUNTY, Tennessee (WVLT) - Two people were killed in a helicopter crash in Marion County Tuesday afternoon, according to officials.

In a press conference Tuesday night, Tennessee Highway Patrol officials confirmed that one of their troopers and a Marion County Sheriff’s Office deputy died in the crash.

“While the investigation is ongoing, please give the families their privacies,” a THP spokesperson said. “Today is a very tragic day for law enforcement.”

The Scott County Sheriff’s Office identified the trooper in the crash as Sergeant Lee Russell.

The FAA told WVLT News that a Bell 206 helicopter struck a power line and crashed in a wooded area on Aetna Mountain near Whiteside, Tennessee, around 4:00 p.m. on Auguse 23. Officials said it had been recovered as of Tuesday evening.

Dan Hostetler was heading back to Chattanooga on the interstate when he said he saw a black helicopter flying in circles, describing it as moving “erratically.”

“It kind of dipped a little bit and waggled a little bit then there was a bright flash of light and puff of smoke and it hit one of the power lines that went across the highway and sure enough the power lines started gliding down toward me and all I could think was it’s going to land on top of me,” Hostetler said. “I slammed on the brakes and stopped about 2 car lengths from the line.”

A Tennessee Department of Transportation spokesperson confirmed that the helicopter struck the power lines crossing Interstate-24 at mile marker 163, causing them to fall across the roadway.

As a result, I-24 East was closed and I-24 West was reduced to one lane through the area. The spokesperson said that TDOT crews assisted with traffic control.

A crash site was identified on SR-134, so it was also closed on both ends. Both roadways have since reopened, according to TDOT.

The FAA and the National Transportation Safety Board will be investigating the crash. The NTSB will be in charge of the investigation, according to an FAA spokesperson.

Cessna 340, N47BP: Runway excursion through a chain link barb wire fence




































WARRANTY:  There is no warranty, express or implied for the information provided herein or the condition, useability, workability, operability or marketability of the aircraft salvage.  All times are approximate and the logbooks and aircraft should be inspected by each bidder BEFORE BIDDING.  Failure of the bidder to view the salvage or wreckage, or confirm any information provided is NOT grounds for a claim or withdrawal of bid after bid closing date.  All Sales Are FINAL

HOURS estimated from logbooks or other information - not guaranteed or warranted

AIRCRAFT:   1973 Cessna 340 N47BP s/n: 3400223, approximate AFTT 2721.1 

Annual Inspection dated on 05/19/22 at 1410.9 Hobbs, 2719.90 AFTT                  

ENGINE:      

LH:  Continental TSIO-520-NB, s/n: 271345-R

Last annual inspection dated 05/19/22 at 312.10 SMOH

RH: Continental TSIO-520-NB, s/n: 514554

Last annual inspection dated 05/19/22 at 309.70 SMOH                           

PROPELLER:  

LH: Hartzell, PHC-C3YF-2UF, s/n: EB4164A

Annual inspection dated 05/19/22 at 218.9 SMOH

RH:  Hartzell, PHC-C3YF-2UF, s/n: EB4165A

Annual inspection dated 05/19/22 at 218.90 SMOH                             

EQUIPMENT:   

Garmin 530 WAAS

Bendix King KX155 TSO,

(2) Garmin G5

Garmin GMA340 Audio

Garmin GTX345 Transponder

S-TEC 55-X Auto Pilot

3M WX10A Storm Scope.

INTERIOR:  Exceptional leather interior shows as new completed in 2018 at 2597.1 AFTT.

DESCRIPTION OF ACCIDENT:  Runway excursion through a chain link barb wire fence.                                                           

DESCRIPTION OF DAMAGES:  There is extensive damage to the nose, nose gear, pressure vessel, fuselage, both wings, wing tip tanks, both propellers and both engines. Additionally, the belly is likely significantly damaged from the fencing.  The position of the aircraft on a trailer limits the visibility of this area.  The fire department foamed the aircraft immediately following the incident.
 
LOCATION OF AIRCRAFT:   The aircraft is located at St. Petersburg Airport (KPIE), Florida.

REMARKS:  

Insurer reserves the right to reject any and all bids. 

Salvage is as is/where is. 

The posting information is the best to our knowledge. 

An inspection of the salvage is highly recommended. 

Logbooks may not be complete.

Salvage must be picked up promptly after payment for trailer to be returned to owner. 

Read more here:  http://www.avclaims.com






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.

The National Transportation Safety Board did not travel to the scene of this accident. 

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Tampa, Florida

Lakeside Aviation Inc


Location: St. Petersburg-Clearwater, Florida
Accident Number: ERA22LA250
Date and Time: May 23, 2022, 13:33 Local 
Registration: N47BP
Aircraft: Cessna 340 
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal

On May 23, 2022, at 1333 eastern daylight time, a Cessna 340, N47BP, was substantially damaged when it was involved in an accident at the St. Pete – Clearwater International Airport (PIE), St. Petersburg – Clearwater, Florida. The private pilot was not injured. No flight plan was filed for the personal flight conducted under Title 14 Code of Federal Regulations Part 91.

This was the pilot’s first flight in the airplane after it came out of annual inspection. The pilot said he tested the brakes prior to departing and everything was normal. The pilot then departed and made a full stop on runway 18, a 9,730-foot-long runway. The pilot said that upon touchdown the brakes had no pressure. The airplane would not slow down and went off the runway and collided with a chain link fence, which resulted in substantial damage to the fuselage.

Aircraft and Owner/Operator Information

Aircraft Make: Cessna 
Registration: N47BP
Model/Series: 340
Aircraft Category: Airplane
Amateur Built:
Operator: 
Operating Certificate(s) Held: None
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC 
Condition of Light: Day
Observation Facility, Elevation: KCLW,71 ft msl
Observation Time: 13:27 Local
Distance from Accident Site: 6 Nautical Miles
Temperature/Dew Point: 32°C /19°C
Lowest Cloud Condition: Scattered / 4100 ft AGL
Wind Speed/Gusts, Direction: 6 knots / , 120°
Lowest Ceiling: 
Visibility: 10 miles
Altimeter Setting: 30.09 inches Hg 
Type of Flight Plan Filed: None
Departure Point: St. Petersburg-Clearwater, FL
Destination: St. Petersburg-Clearwater, FL

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 27.908634,-82.68651

North Carolina Marines turned themselves in to police for display aircraft vandalism

Investigators with the Havelock Police Department said PFC William J. West and LCpl Andrew E. Carranza were released after being charged and have returned to MCAS Cherry Point.



HAVELOCK, Craven County — Two Marines have been charged with Injury to Real Property and a City Ordinance Violation of Disorderly Conduct after investigators said they turned themselves in after damaging the HH-46E helicopter at the Havelock Tourist & Event Center on Saturday.

Investigators with the Havelock Police Department said PFC William J. West and LCpl Andrew E. Carranza were released after being charged and have returned to MCAS Cherry Point.

In surveillance video captured early Saturday morning, one of the men is seen climbing onto the RF-4B Phantom II and taking pictures. A short time later, both men walk up to the HH-46E helicopter and try to spin the blades before breaking out two windows and climbing into the aircraft.

They were also accused of eating at the nearby Waffle House and leaving without paying the bill. Officials said that is still under investigation and further charges are pending.

West and Carranza will be in court on Thursday, September 1 at 9:00 a.m.




Leaders in Havelock said the men apparently ate at the local Waffle House before the vandalism spree and skipped out on their bill.




HAVELOCK, Craven County — Havelock Police are looking for two men who were caught on camera damaging a helicopter that was displayed in front of the Tourist Event Center in Havelock.

Aviation Curator, Richard Hazlett said he was shocked to find pieces of the helicopter on Saturday morning.

Two men were caught walking around the planes and helicopters on display around 3 a.m. on Saturday, but they came to do more than admire the military aircraft.

As soon as I got out of the door and looked at the aircraft, I noticed that you could see that two windows had been broken out.

Ignoring all posted warnings about surveillance cameras and trespassing, one of the men was seen climbing onto one of the planes and taking pictures.

According to police, both men walked up to the helicopter to try to spin the blades before breaking out two windows and climbing in.

Afraid more damage was done, Hazlett went inside to inspect the helicopter,

I opened up the aircraft and walked inside to see what, if any, damage was done to the inside which there wasn’t parts of the broken windows were on the floor.

Hazlett said the damage that was done will cost $1,000 dollars or more, if they can find the parts.

Fuel Starvation: Beech 35 Bonanza, N3394V; fatal accident occurred March 06, 2021 near Palestine Municipal Airport (KPSN), Anderson County, Texas

LaRue F. Allen
1956 - 2021
~



































Aviation Accident Final Report - National Transportation Safety Board
 

Investigator In Charge (IIC): Hodges, Michael

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Irving, Texas
Textron Aircraft; Wichita, Kansas

Investigation Docket - National Transportation Safety Board:


Location: Palestine, Texas
Accident Number: CEN21LA151
Date and Time: March 6, 2021, 12:17 Local
Registration: N3394V
Aircraft: Beech 35 
Aircraft Damage: Substantial
Defining Event: Fuel starvation
Injuries: 1 Fatal, 1 Serious
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The airplane was recently purchased by the copilot. The day before the accident, a mechanic performed a pre-buy/annual inspection on the airplane, which had not been inspected in over 8 years, with no issues annotated in the maintenance records. On the day of the accident, the pilot and copilot departed for the cross-country flight of about 200 nautical miles to the copilot’s home airport. The copilot reported a total of 54 gallons of fuel between the three fuel tanks (17 gallons each in the left and right tanks and 20 gallons in the auxiliary tank) at departure. He also reported that the generator was inoperative, and the flight was made with the retractable landing gear in the extended position. About 43 minutes into the flight, the fuel in the left-wing fuel tank was “depleted,” and the crew switched to the right-wing fuel tank with no issues. The pilot suggested they switch to the auxiliary fuel tank, and when the copilot switched to the auxiliary fuel tank, a total loss of engine power occurred.

The copilot switched the fuel selector to its “opposite position” and then switched it back to the right fuel tank but power was not restored. The crew attempted to restart the engine several times with no success, and the pilot transferred the flight controls to the copilot for a forced landing. The copilot maneuvered the airplane through a canopy of trees, and the airplane then impacted the ground resulting in substantial damage to both wings and the fuselage.

During post-accident examination, the required fuel selector placard depicting the four selectable positions (RIGHT TANK, LEFT TANK, AUXILIARY TANK, and OFF) was not observed in the wreckage. The fuel selector was found with the handle between the OFF and LEFT TANK positions; in this position, fuel would not pass through the selector. Detents that should have been felt at the four selectable positions were not noted as the handle was rotated through the fuel tank positions. The mechanic reported there were no issues noted with the airplane during the annual inspection performed one day before the accident and the mechanic classified the airplane as “complete.”

None of the three fuel tanks contained observable fuel levels on scene. There was no evidence of fuel spillage, smell, or vegetation blighting at the accident site. The right-wing and auxiliary tanks were not breached. The left-wing bladder was punctured by a fracture in the inboard wing rib that likely occurred during impact.

Although the copilot reported that the fuel selector placard was installed, review of his cell phone records indicated that during the flight, he sent a text message to the previous airplane owner asking what position on the fuel selector was for the auxiliary fuel tank. Therefore, it is likely the fuel selector placard was not installed in the airplane. The text message also indicates the flight crew lacked an understanding of how to properly operate the fuel selector.

According to the copilot, there should have been fuel available when the engine power loss occurred. Based on the examination of the fuel system, the reason for the lack of fuel at the accident site could not be determined. Given that the fuel selector was found in a position where fuel would not pass through it, that the fuel selector placard was not installed, and that the flight crew lacked adequate knowledge of fuel selector operation, it is likely the flight crew incorrectly placed the fuel selector between the fuel tank detents, which resulted in a loss of engine power.

The airframe manufacturer issued a service bulletin 23 years before the accident about adding an updated placard to the fuel selector due to reports of incidents and accidents involving engine failure due to pilots incorrectly positioning the fuel selector between fuel tank detents. The service bulletin stated that a no-flow condition exists between the fuel tank detents. The airplane maintenance records did not show that this service bulletin was complied with, nor was it required to be complied with.

Based on autopsy findings, the pilot had severe atherosclerotic disease in his left anterior descending coronary artery. Although this condition placed him at an increased risk for a sudden incapacitating event, including a heart attack, stroke, or arrhythmia that could cause acute symptoms without leaving evidence on autopsy, his autopsy did not show any evidence of an acute event. Additionally, the surviving copilot did not report that the pilot had experienced an impairing or incapacitating event, and they were both making efforts to correct the power loss and land the airplane. The autopsy also noted evidence of medical intervention on the fatally injured pilot. Atropine, a drug used for resuscitation that was detected on toxicology testing, was likely administered in life-saving efforts. Thus, the pilot’s cardiovascular condition would not have contributed to this accident, and the detection of atropine was from post-accident treatment.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A total loss of engine power due to the flight crew incorrectly placing the fuel selector between fuel tank detents, which resulted in fuel starvation. Contributing to the accident was the lack of a placard on the fuel selector, the lack of obvious fuel tank detents in the fuel selector, and the flight crew’s lack of understanding of proper fuel selector operation.

Findings

Aircraft (general) - Failure
Aircraft Fuel selector/shutoff valve - Malfunction
Aircraft Fuel selector/shutoff valve - Incorrect use/operation
Aircraft Fuel selector/shutoff valve - Not serviced/maintained
Personnel issues Use of equip/system - Flight crew

Factual Information

History of Flight

Enroute Fuel starvation (Defining event)
Enroute Loss of engine power (total)
Enroute Attempted remediation/recovery
Enroute Off-field or emergency landing
Landing Collision during takeoff/land

On March 6, 2021, about 1217 central standard time, a Beech 35 airplane, N3394V, sustained substantial damage when it was involved in an accident near Palestine, Texas. The private pilot sustained fatal injuries, and the private copilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

The airplane was recently purchased by the copilot. The pilot traveled from out of state to help the copilot fly the airplane from Chambers County Airport (T00), Anahuac, Texas, to the copilot’s hangar at Airpark East Airport (1F7), Dallas, Texas, a distance of about 200 nautical miles. The day before the accident, a pre-buy/annual inspection was performed by a mechanic on the airplane with no issues annotated in the maintenance records. The copilot reported that the generator was not functioning, and the placard on the fuel selector was present. The airplane was topped off with 100 low lead fuel. According to the copilot, the left fuel tank contained 17 gallons, the right fuel tank contained 17 gallons, and the auxiliary fuel tank in the baggage compartment contained 20 gallons for a total of 54 gallons.

On the day of the accident, the pilot and copilot performed traffic pattern maneuvers, and no issues were noted with the airplane except for the inoperative generator. They then departed for 1F7. The flight was conducted with the retractable landing gear extended. During the flight, both pilots flew the airplane. The copilot reported that the fuel gauges “worked normally,” that the carburetor heat was not on during the flight, and that they were running the engine “rich” during the flight “in order to keep the engine cylinders cool.” About 43 minutes into the flight, the fuel in the left fuel tank was “depleted,” and the crew switched to the right fuel tank with no issues. The pilot was concerned about “maximizing” the airplane’s fuel capacity and suggested using the auxiliary fuel tank. The copilot switched to the auxiliary fuel tank, and a total loss of engine power occurred.

The copilot then switched the fuel selector to its “opposite position,” but the engine did not regain power. The copilot switched back to the right fuel tank with no change noted. The crew then initiated the emergency restart procedure, and they used the hand fuel pump as they attempted to restart the engine five or six times with no success.

The pilot transferred the flight controls to the copilot for the forced landing. The copilot maneuvered the airplane through the canopy of several trees, and the airplane came to rest upright on a grass field on a ranch. The copilot egressed from the airplane and contacted first responders with a cellular phone.

Examination of the copilot’s cellular phone at the National Transportation Safety Board’s (NTSB’s) Vehicle Records Laboratory revealed that during the accident flight at 1203, the copilot sent a text message to the previous airplane owner asking what position on the fuel selector was for the auxiliary fuel tank. Starting at 1213, the co-pilot received three text messages from the mechanic describing three positions for the fuel selector.

Co-pilot Information

Certificate: Private
Age: 61,Male
Airplane Rating(s): Single-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: Lap only
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed:
Medical Certification: Class 3 Without waivers/limitations
Last FAA Medical Exam: April 3, 2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated) 1300 hours (Total, all aircraft), 0.3 hours (Total, this make and model), 1998 hours (Pilot In Command, all aircraft)

Pilot Information

Certificate: Flight instructor 
Age: 65, Male
Airplane Rating(s): Single-engine land 
Seat Occupied: Right
Other Aircraft Rating(s): Glider
Restraint Used: Lap only
Instrument Rating(s): Airplane 
Second Pilot Present: Yes
Instructor Rating(s): Airplane single-engine 
Toxicology Performed: Yes
Medical Certification: Class 3 With waivers/limitations
Last FAA Medical Exam: August 7, 2013
Occupational Pilot: No 
Last Flight Review or Equivalent:
Flight Time: (Estimated) 1207 hours (Total, all aircraft)

The personal flight logs of the copilot and the pilot were not available for review during the investigation.

Aircraft and Owner/Operator Information

Aircraft Make: Beech
Registration: N3394V
Model/Series: 35 Undesignated Series
Aircraft Category: Airplane
Year of Manufacture: 1947 
Amateur Built:
Airworthiness Certificate: Normal
Serial Number: D869
Landing Gear Type: Retractable - Tricycle 
Seats: 4
Date/Type of Last Inspection: March 5, 2021 Annual 
Certified Max Gross Wt.: 2550 lbs
Time Since Last Inspection: 1.5 Hrs 
Engines: 1 Reciprocating
Airframe Total Time: 3036.9 Hrs at time of accident
Engine Manufacturer: Continental Motors
ELT: C91 installed, activated, did not aid in locating accident
Engine Model/Series: E-185-8
Registered Owner: 
Rated Power: 205 Horsepower
Operator: On file 
Operating Certificate(s) Held: None
Operator Does Business As: None
Operator Designator Code: None

The limitations section of the Beech 35 Pilot’s Operating Handbook (POH), which contained the limitations required by regulation, discussed the airplane fuel system and stated that the standard fuel system was two 20-gallon wing fuel tanks with a total of 35 gallons of usable fuel. The optional fuel system, which was installed in the airplane, consisted of the two 20-gallon wing tanks and one 20-gallon auxiliary fuel tank installed in the baggage compartment that added 19 gallons of usable fuel to the system. The limitations section of the POH also stated, “when operating fuel selector, feel for detent position,” and it included a diagram showing the placard that was required to be installed on the fuel selector valve. The placard showed four positions for the fuel selector: right main tank at 3 o’clock, off at 6 o’clock, left tank at 9 o’clock, and auxiliary tank at 12 o’clock.

A review of the airplane’s maintenance records revealed that the most recent work performed before the pre-buy/annual inspection on the day before the accident was an annual inspection in August 2012. The mechanic reported there were no issues noted with the airplane during the annual inspection performed one day prior to the accident and the mechanic classified the airplane as “complete.” Before August 2012, annual inspections were performed in October 2010 and April 1994.

Raytheon Aircraft Company issued Service Bulletin 2760, titled “Placards and Markings – Installation of Fuel Selector Placard,” in May 1998. This document was applicable to the accident airplane and stated in part:

This Service Bulletin is being issued to add placards to the fuel selector because Raytheon Aircraft Company has received reports of incidents and accidents involving Beech piston airplanes in which engine stoppage may have been caused by incorrectly positioning the fuel selector between tank detents.

A review of the airplane’s maintenance records did not reveal any references to Service Bulletin 2760, which Raytheon Aircraft Company classified as mandatory. The Federal Aviation Administration (FAA) does not mandate compliance with service bulletins for 14 CFR Part 91 operations.

The FAA issued Airworthiness Directive (AD) 99-05-13 in April 1999, which was applicable to the accident airplane, and stated, in part:

This AD requires installing a placard on the fuel tank selector to warn of the no-flow condition that exists between the fuel tank detents. This AD is the result of reports of engine stoppage on the affected airplanes where the cause was considered to be incorrect positioning of the fuel selector. The actions specified by this AD are intended to help prevent a lack of fuel flow to the engine caused by incorrect positioning of the fuel selector, which could result in loss of engine power.

The FAA later withdrew the AD in July 2000. The maintenance records did not show a record of this AD being complied with while it was active.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC) 
Condition of Light: Day
Observation Facility, Elevation: KPSN,423 ft msl 
Distance from Accident Site: 4 Nautical Miles
Observation Time: 12:15 Local
Direction from Accident Site: 341°
Lowest Cloud Condition: Clear 
Visibility: 10 miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 11 knots / 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 60° 
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.32 inches Hg
Temperature/Dew Point: 16°C / 3°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Anahuac, TX (T00) 
Type of Flight Plan Filed: None
Destination: Dallas, TX (1F7)
Type of Clearance: None
Departure Time: 10:45 Local 
Type of Airspace: Class G

According to FAA Special Airworthiness Information Bulletin CE-09-34 Carburetor Icing Prevention, at the time of the accident, the airplane was likely operating in conditions conducive to the formation of serious icing at glide power.

The estimated density altitude for the accident site was 194 ft above mean sea level.

Wreckage and Impact Information

Crew Injuries: 1 Fatal, 1 Serious 
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 1 Fatal, 1 Serious
Latitude, Longitude: 31.713756,-95.677195 (est)