N4224B

HISTORY OF FLIGHTOn June 10, 2015, about 0909 Pacific daylight time, a Beech F35, N4224B, was substantially damaged during a forced landing following a loss of engine power during takeoff initial climb from the Snohomish County Airport (PAE), Everett, Washington. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot receiving instruction sustained serious injuries and the flight instructor was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The flight was originating at the time of the accident with an unknown destination.

In a written statement provided to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot receiving instruction reported that he had recently purchased the accident airplane and had not flown it yet. The pilot stated that he contacted the flight instructor and had arranged for him to provide a familiarization flight in the accident airplane. Following an uneventful preflight inspection, the owner and the flight instructor boarded the airplane and taxied to taxiway Alpha 4 at runway 16R, and proceeded to conduct an engine run up. The pilot said that both magneto drops were within the normal range, the propeller operated normally, and no engine issues were noted. Upon receiving their clearance for takeoff on runway 16R at Alpha 4, the flight instructor taxied the airplane onto the runway and proceeded to initiate the takeoff.

The pilot reported that once the airplane was airborne, the flight instructor retracted the landing gear and the airplane began a slow climb; however, it seemed like the airplane had no power to climb. The pilot further stated he saw the flight instructor managing the fuel and verifying the throttle position as the airplane began to descend. Subsequently, the airplane impacted a grassy wetland area on the departure end of runway 16R. The pilot added that he did not think the engine completely stopped until the airplane hit the ground; however, he felt that the engine did not have a strong powerful sound but he did not recall hearing it missing or coughing.

Information obtained from the Federal Aviation Administration (FAA) Air Traffic Control Tower (ATCT) revealed that the pilot was cleared for takeoff on runway 16R at the Alpha 4 intersection. Following an acknowledgement of the takeoff clearance, no further radio transmissions were heard from the pilot.

Review of airport security camera recordings revealed that three separate cameras captured various portions of the taxi and takeoff sequence. The recorded footage showed that the airplane taxied to runway 16R at the Alpha 4 taxiway intersection. A second camera captured the airplane during takeoff and the airplane appeared to have become airborne between the Alpha 6 and Alpha 7 taxiways, or about 2,400 feet from taxiway Alpha 4. A third camera captured the airplane descend in a shallow descent out of view of the camera beyond the departure end of the runway. PERSONNEL INFORMATIONPilot Receiving Instruction

The pilot, age 72, held a private pilot certificate with an airplane single-engine land, single-engine sea, and instrument airplane ratings. A third-class airman medical certificate was issued to the pilot on October 14, 2013, with no limitations stated. The pilot reported that he had accumulated 1,096 hours of total flight time, of which 1 hour was in the accident make and model airplane.

Flight Instructor

The flight instructor, age 80, held an airline transport pilot certificate with an airplane multi-engine land rating with commercial pilot privileges for airplane single-engine land and gliders. In addition, the flight instructor held a flight instructor certificate with airplane single-engine land, multi-engine land, and instrument airplane ratings. A third-class airman medical certificate was issued to the flight instructor on December 21, 2014, with the limitation stated "must wear lenses for distant, and have glasses for near vision, not valid for any class after 12/31/2015."

Review of the flight instructor's logbook revealed that as of the most recent entry dated June 7, 2015, he had accumulated 10,049.1 hours total flight time of which 5.4 hours were within the previous 30 days. AIRCRAFT INFORMATIONThe four-seat, low-wing, retractable-gear airplane, serial number (S/N) D-4191, was manufactured in 1955. It was powered by a Continental Motors E-225-8 engine, S/N 40044-D, rated at 225 horse power. The airplane was also equipped with a Hartzell model HC A2V20 2-bladed constant speed propeller, S/N AK1346. The airplane was not equipped with shoulder restraints for any of the installed seats.

Review of the airframe and engine maintenance records revealed that a Bendix Fuel Injection system was installed on the engine on September 22, 1976 at an airframe total time of 3,210.0 hours per Supplemental Type Certificate SE 12 SW and SA 41 SW. The most recent annual inspection was completed on March 11, 2015, at an airframe total time / tachometer time of 4,745.69 hours and engine time since major overhaul of 540.69 hours. The previous annual was completed on August 13, 2013, at an airframe total time / tachometer time of 4,743.58 hours.

The most recent maintenance logbook entry regarding the engine fuel injection system was on March 22, 2006, at an airframe total time / tachometer time of 4,647.53 hours. The entry stated in part "…installed injector and injector line on the #5 cylinder, and tightened fittings. Installed fuel line from fuel servo to distribution spider."

Airport refueling records revealed that the airplane was refueled with 47.4 gallons of 100 low lead fuel on June 8, 2015. METEOROLOGICAL INFORMATIONA review of recorded data from PAE automated surface observing station, revealed at 0853 conditions were wind from 280 degrees at 4 knots, visibility 10 statute miles, clear sky, temperature 15 degrees Celsius, dew point 10 degrees Celsius, and an altimeter setting of 29.98 inches of mercury. AIRPORT INFORMATIONThe four-seat, low-wing, retractable-gear airplane, serial number (S/N) D-4191, was manufactured in 1955. It was powered by a Continental Motors E-225-8 engine, S/N 40044-D, rated at 225 horse power. The airplane was also equipped with a Hartzell model HC A2V20 2-bladed constant speed propeller, S/N AK1346. The airplane was not equipped with shoulder restraints for any of the installed seats.

Review of the airframe and engine maintenance records revealed that a Bendix Fuel Injection system was installed on the engine on September 22, 1976 at an airframe total time of 3,210.0 hours per Supplemental Type Certificate SE 12 SW and SA 41 SW. The most recent annual inspection was completed on March 11, 2015, at an airframe total time / tachometer time of 4,745.69 hours and engine time since major overhaul of 540.69 hours. The previous annual was completed on August 13, 2013, at an airframe total time / tachometer time of 4,743.58 hours.

The most recent maintenance logbook entry regarding the engine fuel injection system was on March 22, 2006, at an airframe total time / tachometer time of 4,647.53 hours. The entry stated in part "…installed injector and injector line on the #5 cylinder, and tightened fittings. Installed fuel line from fuel servo to distribution spider."

Airport refueling records revealed that the airplane was refueled with 47.4 gallons of 100 low lead fuel on June 8, 2015. WRECKAGE AND IMPACT INFORMATIONExamination of the accident site revealed that the airplane impacted an area of heavy vegetation about 1,921 feet south of the departure end of runway 16R. The airplane came to rest upright on a heading of about 230 degrees magnetic. The first identified point of contact with terrain was disturbed vegetation within a marshy area, which extended about 88 feet to the main wreckage, oriented on a heading of about 160-degrees magnetic.

Examination of the airframe revealed that the engine remained attached to the fuselage and was slightly displaced downward. All fuel and oil lines remained attached to their respective attach points.

The left wing remained attached to the fuselage via its mounts. The flap and aileron remained attached to their respective mounts. The left wing was bent downward about 5 feet inboard from the wing tip on the leading edge. 45-degree buckling extended from the leading edge to the trailing edge, about 44 inches inboard from the wing tip. The wing tip tank, aux, and main fuel tank caps remained intact and secure to the fuel tanks. The trailing edge of the left wing tip was punctured and the first responders sealed it with sealing putty. The left main fuel tank sump drain was separated from the bladder. The flap was in the up position.

The right wing remained attached to the fuselage via its mounts. The flap and aileron remained attached to their respective mounts. The right wingtip fuel tank was impact damaged and separated in half. The wing tip tank, aux, and main fuel tank caps remained intact and secure to the fuel tanks. Multiple leading edge impact marks were observed. The flap was in the up position.

The fuselage above the carry through structure exhibited vertically oriented buckling, and the fuselage on the right side exhibited horizontal buckle lines. The rear fuselage was buckled downward between fuselage stations 151 and 179. The remainder of the rear fuselage and empennage remained intact.

Flight control continuity was established from the cockpit controls to all primary flight control surfaces. Pitch control was able to be manipulated from the cockpit controls. The rudder pedals could not be moved due to floorboard impact damage. Both aileron and rudder control cables were found pinched by floorboard impact damage as they passed under the front carry through.

The landing gear was found in the "up" positio...