MT. STERLING, KY, USA
N3850B
Beech F35
The pilot stated that during the preflight inspection, engine run up, takeoff ground roll, and initial climb out, he noted no evidence of an engine anomaly. As the airplane climbed through about 500 feet agl, the pilot turned the fuel boost pump off and adjusted the power settings to climb power, then he suddenly heard a loud clattering noise and felt a severe vibration. The pilot added power in an attempt to 'limp' back to the departure runway (runway 21,) but when he pushed the throttles forward, the engine noise and vibration got worse, then the engine lost power completely. He stated that he felt his only option was to land in the opposite direction on the runway (runway 3,) so he lowered the landing gear and executed a steep 'S' turn to align with the runway. The pilot stated that the airplane touched down on the last 1000 feet of runway, and he '...stood on the brakes...' but was unable to stop the airplane before the end of the runway. The airplane ran off the departure end of the runway, through a barbed wire fence and down an embankment, coming to a stop against scrub trees. The winds were reported from 220 degrees magnetic at 13 knots gusting to 20 knots. Postaccident examination revealed that the piston in the number one cylinder had failed.
On February 23, 1996, at 1610 eastern standard time, a Beech F35, N3850B, operated by the private pilot/registered owner, sustained substantial damage after a loss of engine power during takeoff/initial climb from Mt. Sterling/Montgomery County Airport, in Mount Sterling, Kentucky. Visual meteorological conditions prevailed and an instrument flight plan was filed. The pilot, the sole occupant, was not injured. The flight operated under 14 CFR Part 91, with an intended destination of Wright Brothers Airport, Dayton, Ohio. The pilot stated that he had flown to Mt. Sterling earlier on the day of the accident, and the engine appeared to be operating normally, with no abnormal sounds or indications. When he completed his business in Mount Sterling,, the pilot returned to the airport to prepare for his trip back to the Wright Brothers Airport. He stated that he conducted a preflight inspection, engine start up, taxi and takeoff check lists, which included an engine run up, and the airplane appeared to be capable of normal operations. The pilot indicated that all engine instrumentation showed normal indications as the airplane accelerated on runway 21, then lifted off. The pilot stated that the airplane was climbing out at 90 mph with 1050 fpm rate of climb. At approximately 500 above ground level (agl,) he turned off the fuel boost pump and reduced the power to 25 inches of manifold pressure and 2300 rpm. The pilot indicated that at that point he heard a loud clattering noise and felt a severe vibration from the front of the airplane. The pilot stated that he considered turning back to land on runway 3, but he felt that the airplane was too high, too close and had too strong a tailwind to land in the opposite direction. The reported winds were from 220 degrees magnetic at 13 knots gusting to 20 knots. The pilot stated that he added power in an attempt to return to land on runway 21. He indicated that when the throttle was pushed forward, the engine noise and vibration got worse, then the engine lost power completely. The pilot decided that landing downwind was his only choice so he lowered the landing gear and did a steep "S" turn to line up with the runway. He stated that he fully extended the flaps as the airplane passed the midpoint of the runway, approximately 50 feet agl, and 100 mph. The pilot reported that the airplane touched down on the last 1000 feet of the runway and he "...stood on the brakes." The airplane ran off the departure end of the runway, impacted a fence, and continued down a hill, coming to rest against some small trees. Postaccident examination revealed that the engine crankcase had a two inch diameter hole above the number one cylinder midway between the cylinder base and the crankcase split. A teardown of the engine revealed that the number one piston broke apart in the cylinder. The engine was a Teledyne Continental model E-225-8, serial number 30594-D-5-8. The engine had 3807.3 hours since new; 858.3 hours since overhaul and the last overhaul was done on 07/15/76. The most recent inspection was an annual inspection, dated February 9, 1996. Records indicated that the engine had operated 8.8 hours since the annual inspection. The engine compression readings recorded at the last annual indicated satisfactory compression on all cylinders. Records show that the number one piston had not been replaced since the engine was overhauled in 1976, although the number one cylinder rings were replaced on February 10, 1990. There was no record of unusual engine anomalies.
a loss of engine power due to the failure of the number one piston. Related factors were the unsuitable terrain available for the forced landing, and the strong tailwind encountered during the forced landing.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
