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N5608S accident description

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Tail numberN5608S
Accident dateJuly 02, 1999
Aircraft typeBeech V35
LocationBaton Rouge, LA
Additional details: None

NTSB description


On July 2, 1999, at 0959 central daylight time, a Beech V35 airplane, N5608S, owned and operated by the pilot, was destroyed when it impacted terrain after takeoff from the Baton Rouge Metropolitan/Ryan Field Airport, Baton Rouge, Louisiana. The instrument rated commercial pilot, sole occupant of the aircraft, was fatally injured. Visual meteorological conditions prevailed, and an IFR flight plan was filed for the 14 Code of Federal Regulations Part 91 personal cross-country flight to Tallulah, Louisiana. The flight was originating at the time of the accident.

Witnesses observed the airplane depart runway 22L, and immediately after liftoff, the pilot retracted the landing gear. About 150 to 200 feet agl, the airplane made a steep right bank (approximately 50-90 degrees) in a "slight" nose high attitude. The airplane then rolled back to approximately a wings level attitude and began to "fishtail" in a nose high attitude. The engine sounded to be at "full power." Witnesses then observed the airplane bank left, then right, and then back to the left with its nose down. The witnesses reported that the airplane impacted the ground in a near vertical nose down attitude, then burst into flames.


According to FAA records, the pilot was issued a private pilot certificate with an airplane single-engine land rating on October 8, 1987, and on January 12, 1988, he was issued an instrument rating. On July 9, 1988, he was issued a commercial pilot certificate, with an airplane single-engine land rating. The pilot held a second class medical certificate, which was issued October 8, 1998. The certificate stipulated a limitation to wear corrective lenses when operating an aircraft.

According to the pilot's flight logbook #6, as of December 29, 1998, he had accumulated a total flight time of 3,950 hours. He had accumulated a total of 566.05 hours of actual instrument flight time, and December 29, 1998, was the last actual instrument flight logged. The pilot had accumulated an unknown amount of hours in the accident airplane. The pilot's most recent biennial flight review was completed on May 21, 1998.


The 1966-model Beech V35, was a low wing, single-engine, six-place airplane, which had retractable tricycle landing gear. The airplane was equipped with a Continental IO-520-BA(10) engine rated at 285 horsepower. The pilot purchased the airplane in October 1997.

A review of the airframe and engine records did not reveal evidence of any anomalies or uncorrected maintenance defects. The airplane's last annual inspection was completed on March 26, 1999, at a total aircraft time of 5,396.8 hours. The last recorded maintenance performed was on May 26, 1999, at a total aircraft time of 5446.2 hours.

The aircraft's maximum takeoff weight was 3,400 pounds, and an estimate of the weight of the aircraft at the time of the accident placed it within weight and balance limits.


At 0953, the Baton Rouge Metropolitan/Ryan Field Airport weather observation was wind from 150 degrees at 7 knots, visibility 10 miles, scattered clouds at 2,000 feet, temperature 84 degrees F, dew point temperature 73 degrees F, altimeter 30.07 inches of mercury (Hg).


Ground scars indicated the airplane impacted the ground at the eastern edge of taxiway Alpha about 528 feet north of taxiway Foxtrot on a magnetic heading of 090 degrees. The airplane came to rest on its nose about 6 feet 9 inches prior to taxiway Alpha's centerline, about 27 feet from the initial ground scar on a magnetic heading of 023 degrees.

Both wings sustained extensive fire and impact damage. The main landing gear appeared to be in the retracted position. Aileron control continuity was established from the ailerons to the cockpit control. The flaps and ailerons were consumed by fire.

The empennage was consumed by fire and had fallen forward over the top of the fuselage. Ruddervator control continuity was established from the ruddervators to the cockpit controls. Elevator trim position could not be determined due to fuselage damage.

Examination of the cabin revealed the ignition switch was in the both position, and the fuel selector was selecting the right tank. The pilot's seat remained attached to the floor, and his seat belt was found buckled.

The engine was found separated from its mounts. The crankshaft was rotated manually and continuity was confirmed to all cylinders and to the engine's accessory section. Thumb compression was noted on all cylinders and both magnetos sparked at all terminals when rotated by hand.

The propeller was separated from the engine. The propeller hub was shattered and all three blades were separated and found in the initial impact crater. Blade one exhibited "S" type bending and chordwise scratching. Blade two was twisted toward the direction of rotation, and displayed chordwise scratching. Blade three was attached to a piece of the propeller hub and was twisted toward the direction of rotation.


An autopsy was performed on the pilot at the Earl K. Long Hospital morgue.

The FAA Civil Aeromedical Institute toxicology laboratory noted 97 (mg/dl, mg/hg) salicylate (aspirin) in urine.


The airplane was released to a representative of the owner on July 3, 1999.

(c) 2009-2011 Lee C. Baker. For informational purposes only.