History of Flight
On January 18, 2008, at approximately 1400 Pacific standard time, a Beechcraft V35B, registration N4662M, broke up in flight over a vineyard located 5.7 miles west of Selma, California. The commercial pilot, who was the owner, operated the airplane under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and an instrument flight plan had been filed. The personal flight originated at Fresno Chandler Executive Airport around 1350.
A witness reported hearing a loud screaming noise overhead and then observing the airplane suddenly disintegrate, with the wings and fuselage floating to the ground. The wreckage was found in a vineyard, dispersed along a 1,541-foot distance in a north-south orientation.
According to radar data from Fresno Terminal Area Radar Control, the track began at 1352:18 off Fresno Chandler Executive Airport at 500 feet. The aircraft turned from northwest to southeast, then south, and then south-southeast, climbing at about 900 feet per minute. At 1359:29, the track reached a maximum altitude of 8,000 feet. The next radar return at 1359:39 indicated 7,100 feet, with a descent rate of 5,400 feet per minute. This last return was near the debris field.
Personnel Information
The pilot, aged 78, held a commercial pilot certificate with single-engine, multiengine, and instrument ratings issued February 23, 1993. A third-class medical certificate was issued on April 19, 2007, with no restrictions. The pilot's logbook page documented a biennial flight review dated April 29, 2006. On the medical application, he reported 4,500 civilian flight hours. His medical records showed a conviction for excessive blood alcohol level on June 19, 1992, which he failed to report to the FAA. His pilot certificate was suspended for 20 days.
A relative stated the pilot was traveling to San Diego for a business meeting and had lunch with a friend. He normally had one vodka on the rocks at lunch and was described as a social drinker.
Aircraft Information
The four-seat, low-wing, retractable-landing-gear airplane, serial number D-10125, was manufactured in 1978. It was powered by a Teledyne Continental Motors IO-520-BA14 285-horsepower engine equipped with a Hartzell three-bladed constant-speed propeller. A 100-hour inspection was performed on March 14, 2007, at a total airframe time of 2,931 hours. An engine teardown and propeller strike inspection occurred on August 25, 2006, at 527.63 engine hours; time since overhaul was 38 hours.
Meteorological Information
Weather observation at Fresno Chandler Executive Airport at 1353 reported winds from 290 degrees at 3 knots, 5 statute miles visibility in haze, clear sky, temperature 13°C, dew point 1°C, and altimeter setting 30.20 inHg.
Communications
At 1347, the pilot received an IFR clearance to Montgomery San Diego via the Chandler published departure, vectors to Lake Hughes, then as filed. Initial climb altitude was 9,000 feet, and the squawk code was 3701. At 1351, the pilot reported airborne and was given a heading of 110 degrees. At 1353, he was directed to proceed direct to Lake Hughes. At 1356, the pilot requested to switch to an alternate frequency for one minute, which was approved, with instructions to report back. At 1400, controllers lost radar and squawk contact and were unable to re-establish communication.
Wreckage and Impact
The debris field, located on level terrain in a vineyard, ran north-south for about 1,500 feet. Main component groups included the engine and cockpit instrument panel, left wing, right wing, and fuselage. The empennage and ruddervators were fragmented. The right wing spar showed downward bending and a matte gray granular fracture. The left wing remained bolted to the carry-through; its flap and aileron were separated. All separated control cables had broomstrawed ends. The empennage was in 13 pieces. The left ruddervator spar had a matte gray fracture with 45-degree shear lips. The right ruddervator was attached to a separated bulkhead. Both elevators were detached; balance weights were found in the debris.
The main fuselage, minus engine, tail, and wings, was intact. The forward right and rear seats were attached; the left seat was 3 feet away. Control yoke, pedals, and instrument panel were detached. Seat belts were not deformed and buckles showed no distress. The engine, propeller, instrument panel, yoke, and pedals were together. The propeller was detached but aligned with the crankshaft. The control yoke arm was fragmented. The pilot was found at the south end of the debris field, separate from other wreckage.
Medical and Pathological Information
An autopsy on January 19, 2008, by the Fresno County Coroner listed the cause of death as multiple skeletal and visceral injuries from the crash. Many organs were absent; the heart showed moderate coronary artery disease. Two tequila "pocket shots" were found in the pilot's pocket; one appeared torn open, the other broken. Forensic toxicology detected ethanol at 83 mg/dL in vitreous, 68 mg/dL in muscle, and 74 mg/dL in brain. Diazepam, nordiazepam, oxazepam, temazepam, cyclobenzaprine, amitriptyline, and nortriptyline were detected in liver and kidney.
Medical records showed a history of chronic groin pain for over two years, diagnosed as a constant stabbing and aching in the lumbar region and left groin, limiting prolonged sitting and walking, and interfering with flying. Treatments included multiple medications: diazepam, amitriptyline, tramadol, and cyclobenzaprine (first prescribed 4 days before the accident). The pilot also had diabetes controlled with insulin and rosiglitazone. These conditions and medications were not reported on the most recent medical certificate application, which only listed tamsulosin, meloxicam, and the prior DUI. The FAA did not request further details on the DUI.