Yow...can still feel the old diagonal and the dent in my forehead from my old 182P set-up...wasnt pretty. could and would have been fatal if not for the slow speed descent...lesson learned. never left the ground for 7 mos. in a diff bird 'till after BAS were installed...how much are we worth...!?

When I bought the 185 it had fixed shoulder harnesses. As soon as I realized I couldn't reach the Johnson bar without loosening the harnesses I replaced them with a set of BAS harnesses. The first mod I did to the plane.

I'm surprised how many of my friends, whose planes have factory installed single cross shoulder harnesses, don't ever use them - leaving them stored instead. I won't fly a plane without shoulder harnesses, and wearing it/them.

RanchPilot wrote:It was a Bo, registered in North Dakota. Condolences to those affected.



[url]http://www.bozemandailychronicle.com/news/article_b02e2768-0390-11e3-80f9-0019bb2963f4.html[/u

I wasn't able to get a good look at the N#. But I'm pretty sure I just seen this plane on a flatbed trailer headed east on I-94 east of Billings.

On August 12, 2013, about 1130 mountain daylight time (MDT), a Beech E-35, N3226C, impacted terrain while landing at Yellowstone Airport (WYS), West Yellowstone, Montana. The airplane was registered to Avery Enterprises, Inc. and operated under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The commercial pilot was fatally injured, and the one passenger sustained serious injuries; the airplane sustained substantial damage by impact forces. The cross-country business flight departed Rigby, Idaho, sometime after 1000 with a planned destination of Tioga, North Dakota. Visual meteorological conditions prevailed, and no flight plan had been filed.

Witnesses at WYS reported the accident pilot attempted to make radio contact on the airport Unicom frequency (123.0) but the pilot did not respond to the fix base operator’s replies. The accident airplane was observed making a low approach down runway 19 between 100-200 feet above ground level, with the landing gear extended. When the witnesses next observed the airplane, it was on the downwind, about 50-75 feet above them. The landing gear was still in the extended position, and the engine sounds were normal.

One witness watched the airplane as it turned onto the base leg. It appeared to him that the plane had overflown final and was attempting to correct by increasing the angle of bank. The witness then saw the airplane descend in a nose low attitude until it impacted the ground.