NTSB Factual Report

HISTORY OF FLIGHT

On July 29, 2001, at 1134 central daylight time, a Beech C35, N35BJ, operated by a commercial pilot sustained substantial damage when it impacted the ground, left of runway 27 (6,178 feet by 150 feet, dry concrete) at Wittman Regional Airport (OSH), Oshkosh, Wisconsin, during landing. The airplane subsequently struck the runway's visual approach slope indicator (VASI) lights before coming to a stop. Visual meteorological conditions prevailed at the time of the accident. The personal flight was operating under the provisions of 14 CFR Part 91 without a flight plan. The pilot and passenger on board the airplane sustained minor injuries. The cross country flight originated at Racine, Wisconsin, at 1030, and was en route to OSH.

In his written statement, the pilot said that he was on the approach to runway 27. He said he was on a right hand base turn to final with a high rate of descent. The pilot said, "I misjudged the descent profile and flared too late. The aircraft continued the descent and struck the runway."

The local controller (LC) in the OSH Air Traffic Control Tower said the airplane was given instructions to enter the right downwind to runway 27. The LC said, "The aircraft was then given instructions to maneuver from downwind to base and final. Landing instructions were issued. Over the runway environment, the aircraft lost control."

Several witnesses observed the airplane in a right-hand base leg to final for runway 27. One witness said he saw the airplane rocking real bad. The left wing dipped down. The witness said he lost sight of the airplane behind a building, but heard the airplane impact the ground. Another witness also saw the airplane in an "extreme close right base to runway 27". The witness said, "He had his power back and he was in an extreme bank [of] about 60 degrees. The airplane stalled and from the right wing low attitude, he went to a left wing low attitude. The aircraft at this time was on a 260-degree heading. The left wing came down. It (the airplane) was coming down in a nose low, left wing down position." The witness said, "The left wingtip hit the ground approximately at the VASI lights. It crinkled up very nicely and absorbed a lot of energy, and as it was doing that, it started to cartwheel. The engine was the second thing to hit. It (the airplane) left its prop[eller] where the engine hit. Then the aircraft continued to cartwheel but now flattened out, so as it hit the right wing tip, the fuselage started settling into the ground. Then it slid backwards for a brief period of time."

PERSONNEL INFORMATION

The pilot held a commercial pilot certificate with single and multi-engine, instrument airplane ratings. The pilot also held a flight instructor certificate for single engine instrument airplanes. According to his statement, the pilot had approximately 3,000 total flying hours, 2,756 hours in single-engine airplanes, and 200 hours in the C35.

The pilot held a second class medical certificate with special restriction and waiver, dated May 2, 2000. The certificate listed as limitations, "must wear corrective lenses" and "not valid for night flying or by color signal". The pilot's waiver, number 10DA47825, accompanied the medical certificate and listed the same restrictions for color vision and glasses.

AIRCRAFT INFORMATION

The airplane underwent an annual inspection on July 1, 2001. At the time of the inspection, the airplane had 7,960 hours total airframe time. At the time of the accident, the airplane had 7,973.3 hours total airframe time.

WRECKAGE AND IMPACT INFORMATION

The National Transportation Safety Board on-scene investigation began at 1145.

The airplane was located resting upright on its belly in the field 700 feet down from the approach end of runway 27 and 93 feet from the south edge of the runway. The airplane's nose wheel rested on the runway approximately 500 feet down from the approach end and 5 feet north of the runway centerline. It was broken aft at the trunion.

Four parallel-running ground scars were observed beginning 130 feet down from the approach end of runway 27 and 47 feet from the south edge of the runway. The scars ran along a 253 degree magnetic heading. The 4 ground scars covered an area approximately 40 feet in length, and approximately 5 feet at it's widest point . The 3 southernmost scars were approximately 14 inches wide and approximately 1 and 1/2 inches at their deepest point. The northernmost scar was approximately 6 feet long, 20 inches wide and 1 and 1/2 inches at its deepest point. Several flakes of white and red paint were scattered along the first series of ground scars.

Another ground scars began where the first set of scars ended and proceeded for 39 feet along a 253 degree magnetic heading. In the first 9 feet of the ground scar were 8 parallel cuts, 29 inches apart and running perpendicular to the ground scar. The cuts were approximately 5 inches deep and 12 inches long. White paint chips and pieces of clear Plexiglas were found along the ground scar. The airplane's nose gear door was located approximately 66 feet from the beginning of the first set of ground scars. It was broken out at the hinges and bent.

The VASI was located 118 feet from the beginning of the first set of ground scars. It was broken off at the legs, bent inward and twisted. At 133 feet from the beginning of the first set of ground scars was the airplane's propeller. The propeller mounting bolts were sheared off. All three propeller blades showed torsional bending, chordwise scratches and nicks along the leading edges. The spinner was crushed inward. A part of the VASI was resting south of the propeller. Paint chips and red lens glass was also located near the propeller.

More VASI parts were located at 145 feet from the beginning of the first set of ground scars. A large piece of Plexiglas was located at 163 feet.

The airplane's upper cowling was resting 221 feet from the beginning of the first set of ground scars. It was broken longitudinally along the fastener seams and bent aft.

The airplane's main wreckage was located 246 feet from the beginning of the first set of ground scars. The nose gear was broken off at the trunion. The bottom cowling was crushed upward and broken clockwise. The front cowling was crushed aft. The engine was broken at the mounts and canted 70 degrees clockwise. The bottom front portion of the firewall was crushed inward and bent aft.

The left wing was broken aft at the root. The leading edge was bent and crushed aft. The upper wing skin was buckled. The left flap was bent upward and buckled. The left main landing gear was broken outward. Glass was found embedded in the tire The left aileron was bent and buckled Control continuity to the left aileron was confirmed. The bottom of the left tip tank and the outboard 26 inches of the left wing bottom leading edge was crushed inward and bent upward. The aft portion of the left outboard wing was canted upward 30 degrees from the longitudinal axis. A "C"-shaped dent was found in the leading edge just inboard of the left tank. Orange and black paint smears were on the bottom leading edge of the outboard wing section. Orange and black marks ran aft on the front inner wall of the tip tank.

The outer 33 inches of the airplane's right wing was crushed aft and upward. The aft portion of the right tip tank was broken outward and aft longitudinally along the rivet seam. The bottom front part of the right tip tank was crushed aft and upward. The right main landing gear was pushed upward into the wheel well. The right flap and right aileron showed no damage. Flight control continuity to the right aileron was confirmed.

The remainder of the airplane showed minor damage. Flight control continuity to the elevator and ailerons was confirmed. An examination of the engine, engine controls, and other airplane systems showed no anomalies.

ADDITIONAL INFORMATION

A party to the investigation was the Federal Aviation Administration. All of the wreckage was released to Myers Aviation, Incorporated, Oshkosh, Wisconsin.

NTSB Probable Cause

The pilot's failure to maintain airspeed which resulted in an inadvertent stall.