Posted on 12/07/2003 9:33:29 PM PST by steplock
NTSB Identification: FTW04FA036
14 CFR Part 91: General Aviation
Accident occurred Thursday, December 04, 2003 in Harrison, AR
Aircraft: Beech S35, registration: N350JL
Injuries: 2 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.
On December 4, 2003, approximately 1006 central standard time, a Beech S35 single-engine airplane, N350JL, registered to and operated by a private individual, was destroyed when it impacted the ground while on final approach to runway 36 at Boone County Airport (HRO), Harrison, Arkansas. The instrument rated private pilot and passenger were fatally injured. Instrument meteorological conditions (IMC) prevailed, and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 cross-country flight. The personal flight departed Adams Field Airport (LIT), Little Rock, Arkansas approximately, 0912, with a planned destination of Boone County Airport (HRO), Harrison, Arkansas.
According to air traffic control, the airplane was cleared for an ILS approach to runway 36. Air traffic control data was reviewed by the NTSB investigator-in-charge (IIC), and all times converted to central standard time unless otherwise noted. At 0019, the pilot contacted Jonesboro Flight Service Station (JBR FSS) via telephone, requested and received an outlook briefing for the planned route of flight. At 0706, the pilot contacted JBR FSS, requested and received a standard weather briefing. At 0826, the pilot filed an IFR flight plan (in part: N350JL, true airspeed 170 knots, altitude 6,000 feet msl, time en route 45 minutes, fuel on board 5 hours) from LIT to HRO.
At 0910, the airplane was cleared for takeoff by the controller at the Little Rock Air Traffic Control facility, and was instructed to climb to 6,000 feet msl.
At 0925, the pilot was cleared to contact Memphis Air Route Traffic Center (MEM ARTCC).
At 0956, the flight was cleared for the ILS 36 approach at HRO.
At 1006, the pilot reported to the controller (MEM ARTCC) that he was on a 1/4 mile final for runway 36. There were no additional ATC communications with the pilot.
Numerous witnesses observed and heard the airplane. One witness, a Fixed Base Operator (FBO) employee, manning the Unicom frequency, stated that approximately 1000, the pilot transmitted that the airplane was over Bakky (initial approach fix for ILS 36) and wanted to know if there was other aircraft in the area. A few moments later, the pilot radioed that he [airplane] was coming in a "little" high on the approach and was going to do a downwind for runway 36.
This Unicom operator observed the airplane at an estimated altitude of 300 to 400 feet agl, approximately midfield, turn crosswind for runway 36. This witness stated that the airplane "overshot" the runway on the base to final turn, and enter a steep turn from base to final.
A second witness, who saw the airplane flying "real low" reported the airplane was flying south, then banked "real sharp" toward the east. Then the airplane banked "hard" towards the north, the nose "shot" up in the air, the airplane pivoted, and headed straight down.
A third witness, who was outside the commercial building on the west side of the airport, said she heard an airplane coming from the north. The airplane continued to get louder so she knew it was low, and looked up to see the airplane flying over. The airplane came over the building at about 40 to 50 feet, and just missed the roof. The wheels cleared the trees (approximately 50 feet tall) about 15 yards south of the building. After clearing the trees, the airplane started a left turn toward the runway.
A fourth witness, who was west bound in his truck, saw the airplane flying "very low" approximately 50 to 60 feet above the runway lights. The airplane, flying from north to south, made a "hard" left turn to the east.
A fifth witness, who was sitting in his vehicle, observed the airplane flying east, make a left bank where the bottom of the airplane was toward the witness. During the left bank the nose went up, the airplane twisted, and nosed straight down toward the ground.
Witnesses called 911, and the local authorities responded to the accident site. The local authorities reported that the impact was non survivable.
The Global Positioning System (GPS) location of the accident site was latitude 36 degrees 14.95 minutes North; longitude 093 degrees 09.29 minutes West in approximately a 15-foot drainage area located at the southeast portion of the airport. The main wreckage came to rest upright on a measured magnetic heading of 100 degrees.
Initial examination of the airplane, engine, and propeller was conducted at the accident site on December 5 and 6, 2003, under the supervision of the NTSB IIC. The airplane was recovered by Dawson Aircraft, Inc., Clinton, Arkansas, for further examination under the supervision of the NTSB IIC.
This isn't right, has to indicate a fuel leak. I'm not aware of a Bonanza or other roughlt contenporary single-engine light plane that is set up to "dump" fuel.
Can anyone add to this - can these planes dump fuel via some added "feature?"
Especially if he is forced to pick Weasely Clark or Hillary as running mate.
LOL! Nice neologism there. The term "dead cat bounce" comes from the financial arena, but this is a clever remake.
That's something I've been thinking for a couple weeks now but didn't want to say anything. But since you mention it, Dean better watch who is taking care of his planes, it's their favorite method.
Thanks, but I can't claim it as my own, it went around here when Wellstone was in his crash. The second midwestern Senator to die in the height of the election season in a close election in as many elections.
Do Bonanzas now have a fuel dump system?
So9
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