On Jan. 6, 2023, about 17:52 central standard time, a Beech M35 was destroyed when it was involved in an accident near Fayetteville, Arkansas. The pilot was fatally injured.
Automatic Dependent Surveillance–Broadcast (ADS-B) data revealed that the airplane departed Drake Field Airport (KFYV) in Fayetteville, Arkansas, at 15:31 and proceeded to Stuttgart Municipal Airport (KSGT) in Stuttgart, Arkansas, arriving at 16:29.
A pilot-rated passenger, who was on board during this leg of the trip, reported the flight was routine and there were no issues with the airplane. The pilot informed him the airplane was fully fueled before departure from KFYV. It was not fueled while at KSGT. The pilot-rated passenger and a second passenger disembarked and did not accompany the pilot on the return flight to KFYV.
The pilot departed KSGT at 16:49 and proceeded on a northwest course direct to KFYV, climbing to a cruise altitude of 4,500 feet mean sea level (MSL).
At 17:46, about 18 miles southeast of KFYV, the airplane entered a descent as it remained on course direct to KFYV. The average airplane descent rate during this time was about 425 feet per minute.
About 17:52:22, the airplane entered a left turn from an altitude of 1,875 feet. It remained in the left turn until the final ADS-B data point at 17:52:33. The altitude associated with the final data point was 1,625 feet MSL. The airplane was on a south course, about 170°, at that time.
The pilot had contacted the KFYV tower and informed the controller that the airplane was about 10 miles from the airport. The controller instructed the pilot to enter a left downwind for Runway 16 and cleared him to land. He acknowledged the instructions. No further communications were received from the pilot.
A witness reported hearing the airplane as it approached. He recalled that the engine sounded as if it was going to lose power but then “revved up really high.” This cycle occurred three or four times over a span of 10 to 15 seconds.
The engine seemed to stop, however he was unsure if the airplane had simply descended behind a ridgeline. He did not hear the impact nor was he able to see the airplane.
The airplane hit trees and terrain about 185 feet south-southeast of the final ADS-B data point, which was about three miles from the destination airport. The airplane impact path was toward the southeast and it came to rest upright.
The engine, firewall, and instrument panel were partially separated from the airframe and the cockpit area was compromised. The center fuselage was deformed, and the aft fuselage was partially separated. Both wings remained attached to the fuselage and exhibited leading edge crushing damage. The empennage remained attached to the aft fuselage.
The Beech M35 was equipped with two 25-gallon main fuel tanks, one installed in each wing. In addition, the airplane was equipped with two 10-gallon auxiliary fuel tanks, one installed in each wing outboard of the main fuel tank.
The fuel selector valve was located near the pilot’s seat. The selector had settings for the left main tank, the right main tank, and the auxiliary tanks. The main fuel tanks were selected individually. Both auxiliary tanks were connected to a common port on the fuel selector and fed simultaneously when selected.
Excess (unburned) fuel from the engine was returned to the selected main fuel tank or, if the auxiliary tanks were selected, to the left main fuel tank.
After the crash, investigators found the fuel tank caps were securely installed and each tank appeared to be intact. About 15 gallons were recovered from the left fuel tank and 10 gallons from the right main fuel tanks. Both the left and right auxiliary fuel tanks contained minimal fluid. The fluid recovered was clean, free of debris or sediment, and exhibited a blue tint consistent with 100LL. The fuel selector was positioned to the left main fuel tank at the time of the examination.
The airplane was equipped with an electronic engine display unit. The data indicated the fuel tanks — both main and both auxiliary tanks — were full or nearly full upon departure from KFYV.
After takeoff, the right main fuel tank quantity decreased slightly and then remained stable for the duration of the flight. The left main fuel tank quantity then began to decrease steadily, consistent with the left main tank being selected.
About mid-flight, the auxiliary fuel tank quantities began to decrease and the left main tank quantity began to increase, consistent with the pilot changing to the auxiliary fuel tanks.
Upon departure from KSGT, the right main fuel tank quantity steadily decreased for most of the flight. Beginning about 17:38, the right main tank quantity remained constant while the left auxiliary tank quantity began to decrease consistent with the pilot selecting the auxiliary fuel tanks. The left main fuel tank quantity began to increase, which was also consistent with selection of the auxiliary fuel tanks.
About this time, the right auxiliary fuel tank quantity dropped out and remained at zero for the duration of the data. Shortly afterward, the left auxiliary fuel tank quantity dropped out and remained at zero for the duration of the data.
About 17:50, the fuel flow became unstable until it abruptly decreased to zero about 90 seconds later. The fuel flow remained at or near zero for the remainder of the flight. The fuel quantities recorded by the engine display unit at the end of the recorded data set were 25 gallons in the left main tank, 8 gallons in the right main tank, and zero gallons in both auxiliary tanks.
The recorded data ended about 17:52:19, which was about 14 seconds before the final ADS-B data point.
Probable Cause: The pilot’s mismanagement of the airplane’s fuel system, which resulted in fuel starvation and a loss of engine power.
NTSB Identification: 106548
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This January 2023 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
