ASN Wikibase Occurrence # 147582
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| Date: | Saturday 11 August 2012 |
| Time: | 13:10 |
| Type: |  Beechcraft V35B Bonanza |
| Owner/operator: | Private |
| Registration: | N11JK |
| MSN: | D-9509 |
| Year of manufacture: | 1973 |
| Total airframe hrs: | 2847 hours |
| Engine model: | Continental IO-520-BB |
| Fatalities: | Fatalities: 0 / Occupants: 2 |
| Aircraft damage: | Substantial |
| Category: | Accident |
| Location: | Florence County, near Poor Farm Road, Effingham, SC -
 United States of America
|
| Phase: | En route |
| Nature: | Private |
| Departure airport: | Manassas, VA (HEF) |
| Palm Coast, FL (XFL) | |
| Investigating agency: | NTSB |
| Confidence Rating: |  Accident investigation report completed and information captured |
The pilot reported that he was conducting a cross-country instrument flight rules flight, and, during the cruise portion of the flight, he intermittently encountered areas of instrument meteorological conditions (IMC). About 1 hour 50 minutes into the flight, an air traffic controller advised the pilot of an area of moderate-to-extreme precipitation 20 miles ahead, extending along the intended route of flight for 100 miles. Eight minutes later, the pilot contacted an air traffic controller and requested a descent from 12,000 to 10,000 ft mean sea level (msl) “for weather,” but he did not receive a reply to the request, and the airplane continued on-course. After an additional 8 minutes, the pilot reattempted to contact a controller but was interrupted by another pilot, and he again received no response. The pilot attempted to contact a controller a third time and requested a turn to get out of the weather. This time a controller responded and advised the pilot to turn left, but, just as the pilot initiated the left turn, the airplane encountered an area of severe turbulence. The pilot reported that, while in the turbulence, the airplane encountered an updraft that put the airplane in a 4,000 ft per minute climb and that the airspeed reached 253 knots, which exceeded the airplane’s never-exceed airspeed. The airplane then encountered a downdraft, which caused the airplane to lose 3,000 ft of altitude, and the primary flight display simultaneously “went black.” When the display returned, it showed a message advising the pilot to “level the wings” while the attitude and heading reference system realigned. The pilot subsequently used the standby instrumentation to control the airplane while he initiated an emergency descent. The airplane exited the turbulence and IMC about 4,000 ft msl, and, shortly thereafter, the propeller separated from the engine. The pilot subsequently performed a forced landing to a cornfield, and the airplane sustained substantial damage to the fuselage and both wings.
The pilot reported that he received a weather briefing before departing on the accident flight. According to audio recordings of the briefing, the weather briefer advised the pilot of the adverse conditions along his route of flight; the pilot replied, “Ok, I guess we’ll deal with that when we get there, if we have to go around it or stop, that’s fine.” An air traffic controller again advised the pilot of the severe weather conditions at least 20 miles ahead of the encounter. It is unlikely that the pilot’s initial unanswered request to descend to 10,000 ft msl would have prevented the weather encounter, and the pilot’s second and third unsuccessful attempts to contact the controller occurred more than 15 minutes after he was first advised of the weather conditions. The pilot was clearly made aware that severe weather conditions existed along his route of flight, but he waited until too far into the flight to try and avoid them, which ultimately led to the flight’s encountering the conditions that resulted in the in-flight loss of control.
The air traffic controller complied with the Federal Aviation Administration’s minimum requirement for “additional services” by providing the hazardous weather information to the pilot when he first checked in, but additional information by the controller would have been valuable. For example, as the flight continued tracking directly into known heavy-to-extreme precipitation that other aircraft were deviating around, the controller should have realized that the pilot was not taking action to avoid the weather and either suggested a deviation or at least updated him about the proximity of the hazardous weather that the airplane was rapidly approaching. Regardless, it was ultimately the pilot’s responsibility to avoid the severe weather.
The propeller hub was found detached from the airplane due to a failure caused by reverse bending fatigue of the mounting bolts connecting the hub assembly to the engine crankshaft mounting flange. All of the bolts exhibited features consistent with fatigue cracki
Probable Cause: The pilot's failure to avoid an encounter with known adverse weather conditions, which resulted in an in-flight upset, temporary loss of control, and loading of the airframe, engine, and propeller that led to the in-flight separation of the propeller and the subsequent forced landing. The root cause for the separation of the propeller could not be determined based on the available information.
Accident investigation:
 |
|
Sources:
NTSB
http://www.wistv.com/story/19254133/twin-engine-plane-down-in-florence-co
http://www.scnow.com/news/pee-dee/2012/aug/11/firefighters-search-possible-florence-coward-plane-ar-4321044/
https://flightaware.com/live/flight/N11JK
http://www.airport-data.com/aircraft/N11JK.html
History of this aircraft
Other occurrences involving this aircraft
| 16 February 1986 | N11JK | Martill, Inc. | 0 | Lake Lure, NC | |
sub |
Location
Revision history:
| Date/time | Contributor | Updates |
|---|---|---|
| 12-Aug-2012 01:19 | gerard57 | Added |
| 12-Aug-2012 01:26 | gerard57 | Updated [Date, Time, Aircraft type, Departure airport, Destination airport, Source, Narrative] |
| 12-Aug-2012 08:32 | Anon. | Updated [Registration, Cn] |
| 12-Aug-2012 10:34 | Geno | Updated [Time, Aircraft type, Registration, Cn, Location, Departure airport, Destination airport, Source, Damage, Narrative] |
| 21-Dec-2016 19:28 | ASN Update Bot | Updated [Time, Damage, Category, Investigating agency] |
| 28-Nov-2017 13:17 | ASN Update Bot | Updated [Operator, Other fatalities, Departure airport, Destination airport, Source, Narrative] |
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