ALBUQUERQUE, NM, USA
N2174L
Beech V35B
The tower cleared the pilot to land on runway 03. However, the pilot lined up for a landing on runway 35. The tower informed the pilot. The pilot executed a steep left bank maneuver in an attempt to line up on runway 03. The airplane then dived to the ground in a nose low attitude impacting near the approach end of runway 03. The airplane was destroyed. Air Traffic Control radar showed the airplane approach the airport from the east. At 1556:05, radar data showed the airplane begin a right turn to a heading of 314 degrees. The airplane was at an altitude of 6,000 feet mean sea level (msl) and flying at an airspeed of 122 knots. At 1556:57, radar data showed the airplane make an abrupt left turn to 294 degrees. The airplane's altitude was at 5,700 feet msl and its airspeed was 90 knots. Over the next 28 seconds, the airplane continued its turn until rolling out on a 225 degree heading. At 1557:34, radar data showed the airplane in an abrupt right turn to 000 degrees. Approximately 4 seconds later, the airplane was in a left turn on a heading of 314 degrees. The left turn continued until radar contact was lost at 1557:48. An examination of the airplane revealed no anomalies. Examination of the pilot's records showed he logged 4.7 hours in the previous 90 days. Approximately 3.5 of those hours were logged the day of the accident.
HISTORY OF FLIGHT On December 24, 2000, at 1557 mountain standard time, a Beech V35B, N2174L, owned and piloted by a private pilot, was destroyed when it impacted terrain approximately 150 feet southeast of the approach end of runway 03 (10,000 feet by 150 feet, dry asphalt) at the Albuquerque International Airport (ABQ), Albuquerque, New Mexico. Visual meteorological conditions prevailed at the time of the accident. The personal, cross-country flight was being conducted under the provisions of Title 14 CFR Part 91 without a flight plan. The passenger on board the airplane was fatally injured. The pilot survived the accident, but succumbed to his injuries on December 26, 2000. The flight originated at Tulsa, Oklahoma, at 1525 central standard time. ABQ Air Traffic Control Tower (ATCT) cleared the pilot to land on runway 03. However, the pilot lined up for a landing on runway 35. The ATCT noted this and informed the pilot. The pilot then executed a steep left bank maneuver in an attempt to line up on runway 03. The airplane dived to the ground in a nose low attitude impacting near the approach end of runway 03. Air Traffic Control radar data showed the airplane approached the airport from the east. At 1556:05, radar data showed the airplane began a right turn to a heading of 314 degrees. The airplane was at an altitude of 6,000 feet mean sea level (msl) and flying at an airspeed of 122 knots. At 1556:57, the airplane made an abrupt left turn to 294 degrees. The airplane's altitude was 5,700 feet msl and its airspeed was 90 knots. Over the next 28 seconds, the airplane continued its turn until rolling out on a 225 degree heading. At 1557:34, the airplane made an abrupt right turn to 000 degrees. Approximately 4 seconds later, the airplane was in a left turn on a heading of 314 degrees. The left turn continued until radar contact was lost at 1557:48. PERSONNEL INFORMATION The pilot held a private pilot certificate with single engine land and instrument ratings. According to his only surviving logbook, the pilot had 55.9 hours in the accident airplane. In the 3-month period prior to the accident, the pilot had logged approximately 4.7 hours of flying time. Approximately 3.5 hours of the 4.7 hours was logged on the day of the accident on a flight previous to the accident flight. The pilot held a third class medical certificate with restrictions for the wearing of corrective lenses for near vision, issued on June 18, 1999. AIRCRAFT INFORMATION The airplane, serial number D-9929, was owned and operated by the pilot and used for pleasure. According to the pilot's records, the airplane underwent an annual inspection on November 1, 2000. At the time of the inspection, the airplane's total time was recorded as 3,789.1 hours. The airframe time at the accident was determined to be approximately 3,796.9 hours. WRECKAGE AND IMPACT INFORMATION The NTSB on-scene investigation began on January 2, 2001. The airplane main wreckage was found resting upright, approximately 150 feet to the right of runway 03, and was oriented on a 270-degree heading. The main wreckage consisted of the propeller, engine, fuselage, both wings, and empennage. The airplane's engine was broken downward and canted 25 degrees to the right. The engine cowling was broken aft. The propeller was broken torsionally at the crankshaft, just aft of the flange. The propeller spinner was crushed aft and twisted counterclockwise. The propeller blades showed torsional bending and chordwise scratches. All three propeller blades were turned in the hub. One blade was rotated 160 degrees. The nose gear and nose gear doors were broken aft. The airplane's firewall was bent forward. The right side cockpit area was broken open and crushed aft. The forward windscreen, glareshield, and cabin door were broken aft. The front top fuselage was bent and broken upward and left. The cabin area was predominately intact aft to the baggage compartment. The aft fuselage and empennage showed no damage. Flight control continuity to the ruddervators was confirmed. An examination of the cockpit area showed the throwover control yoke in the left hand position. The landing gear handle was in the up position. The mixture control was at mid-range. The throttle control was at full aft. The propeller control was in the full forward position. The airplane's left wing remained attached to the airplane at the wing root. The upper skin showed chordwise wrinkling along its entire span. The front part of the left fiberglass tip fuel tank was broken downward and aft from the wing. The remaining tank was intact and showed fuel. The left flap was bent and broken aft. The left main landing gear was broken aft. The left aileron was attached to the wing and showed bends and skin wrinkles. Flight control continuity to the left aileron was confirmed. The airplane's right wing was partially separated from the fuselage near the carry-through spar. The aft spar was broken outboard of the wing attach fittings. The leading edge was crushed aft along the entire span to the tip. The wing was also bent upward approximately 20-degrees beginning near mid-span. The top and bottom wing skins showed buckling and wrinkles. The wing tip fuel tank remained attached to the wing. The tank was crushed and broken aft longitudinally. The right wing flap was bent upward. The flap actuator measured at 6 inches, corresponding to full flap extension. The right main landing gear was broken aft. The right aileron remained attached to the wing and showed upward bends and buckles. Flight control continuity to the right aileron was confirmed. An examination of the airplane's engine, engine controls, and remaining airplane systems revealed no pre-accident anomalies. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy on the pilot was conducted by the Office of the Medical Investigator, on December 27, 2000, at the University of New Mexico Health Sciences Center at Albuquerque. Federal Aviation Administration toxicology testing was not performed. Toxicology testing performed by the Office of the Medical Investigator showed the presence of Ethanol, Propoxyphene, Lidocaine, and Etomidate in blood. ADDITIONAL INFORMATION Parties to the investigation were the FAA Albuquerque Flight Standards District Office, Raytheon Aircraft, and Teledyne Continental Motors.
the pilot's failure to maintain aircraft control and the inadvertent stall. Factors contributing to the accident were the pilot's improper in-flight planning, his lack of recent flying experience, and the abrupt maneuver to correct to the proper runway.
Source: NTSB Aviation Accident Database
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