Visual meteorological conditions prevailed, and no flight plan was filed for the flight.Īccording to relatives of the pilot, he based the airplane at McClellan Airfield (MCC) Sacramento, California.
#A36 bonanza performance code
The personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91. The owner/private pilot and the one passenger received fatal injuries. A large post-impact fire ensued immediately.
On May 28, 2013, about 1143 mountain standard time, a Beechcraft A36, N999PK, was destroyed when it impacted trees and terrain in the Coconino National Forest adjacent to Mountainaire, Arizona, shortly after takeoff from Flagstaff Pulliam airport (FLG), Flagstaff, Arizona. Further, there was insufficient evidence to determine the source of the injector's occlusion, quantify its effects on engine power output, determine its relation to the condition of the exhaust valve, or determine if it was present for the takeoff or an artifact of the postimpact fire. (Some witnesses close to the impact site reported that the engine was making "popping" noises.) Although the airplane was equipped to monitor, display, and record temperatures for each cylinder, it could not be determined whether the pilot monitored that display, and fire damage prevented the recovery of that data from the engine monitor. 5 cylinder's injector was occluded for the flight, it would have resulted in overly lean operation of and reduced power output from that cylinder, yielded higher exhaust and cylinder head temperatures, and likely manifested itself as engine roughness.
Excessively lean operation will reduce engine power output, and will manifest itself as abnormally high exhaust and cylinder head temperatures and possible engine roughness. 5 cylinder exhaust valve's appearance was consistent with excessively lean operation for an undetermined period of time, and the fuel injector nozzle for that cylinder was found to be partially occluded. The engine cylinder conditions were indicative of a history of generally lean operation. Most of the engine components and all of the propeller components that survived the accident, displayed no evidence of preimpact mechanical deficiencies. A postimpact fire obscured or destroyed a significant amount of evidence. The accident site was about 3 miles southeast of the airport at an elevation about 300 ft below that of the departure airport. Shortly after that, the Cessna pilot saw the Beechcraft impact trees. This prompted the controller to ask the Beechcraft pilot if he needed assistance, and the pilot responded that he was climbing "very slowly" and would remain near the airport. Shortly after his own takeoff, about 75 seconds after the Beechcraft, the Cessna pilot asked the tower controller about the Beechcraft's situation and intentions because the Cessna was already well above the Beechcraft. No ground witnesses reported observing anything unusual with the takeoff, but a Cessna 172 pilot who was behind the Beechcraft reported that the Beechcraft's climb-out was slow. At the time the pilot was cleared by the air traffic control tower controller for takeoff, the airport density altitude was about 9,000 ft. No witnesses reported anything unusual about the engine start or taxi.
0 kommentar(er)
