N673V

HISTORY OF FLIGHTOn January 6, 2023, about 1752 central standard time, a Beech M35 airplane, N673V, was destroyed when it was involved in an accident near Fayetteville, Arkansas. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Automatic dependent surveillance – broadcast (ADS-B) data revealed that the airplane departed Drake Field Airport (FYV), Fayetteville, Arkansas, at 1531 and proceeded to Stuttgart Municipal Airport (SGT), Stuttgart, Arkansas, arriving at 1629. 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 FYV; it was not fueled while at SGT. The pilot-rated passenger and a second passenger disembarked and did not accompany the pilot on the return flight to FYV.

The pilot departed SGT at 1649 and proceeded on a northwest course direct to FYV, climbing to a cruise altitude of 4,500 ft mean sea level (msl). At 1746, about 18 miles southeast of FYV, the airplane entered a descent as it remained on course direct to FYV. The average airplane descent rate during this time was about 425ft/min. About 1752:22, the airplane entered a left turn from an altitude of about 1,875 ft. It remained in the left turn until the final ADS-B data point at 1752:33. The altitude associated with the final data point was 1,625 ft msl. The airplane was on a south course, about 170°, at that time.

The pilot had contacted FYV 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. The pilot 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 3 or 4 times over a span of 10-15 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. AIRCRAFT INFORMATIONThe airplane was equipped with 2 25-gallon main fuel tanks, 1 installed in each wing. In addition, the airplane was equipped with 2 10-gallon auxiliary fuel tanks, 1 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. METEOROLOGICAL INFORMATIONSunset was at 1717 and civil twilight ended at 1745 on the day of the accident. The moon rose at 1658 that afternoon. Moon transit and moon set were 0040 and 0818 the following morning, respectively. The moon was full with 100% of its visible disk illuminated. AIRPORT INFORMATIONThe airplane was equipped with 2 25-gallon main fuel tanks, 1 installed in each wing. In addition, the airplane was equipped with 2 10-gallon auxiliary fuel tanks, 1 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. WRECKAGE AND IMPACT INFORMATIONThe airplane impacted trees and terrain about 185 ft south-southeast of the final ADS-B data point, which was about 3 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.

Postaccident airframe and engine examinations did not reveal any preaccident mechanical malfunctions or failures that would have precluded normal operation.

The fuel tank caps were securely installed, and each tank appeared to be intact. About 15 gallons and 10 gallons were recovered from the left and right main fuel tanks, respectively. 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 aviation fuel. 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 FYV. 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 midflight, 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 SGT, the right main fuel tank quantity steadily decreased for most of the flight. Beginning about 1738, 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 1750:00, 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 data set. 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 1752:19, which was about 14 seconds before the final ADS-B data point. MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy of the pilot was performed by the Deputy Medical Examiner at the Arkansas State Crime Lab (Little Rock, Arkansas). The pilot’s cause of death was multiple blunt force injuries sustained in the accident.

Toxicology testing by the FAA Forensic Sciences Laboratory negative for all substances in the testing profile.