History of Flight
On August 12, 2008, at about 1017 eastern daylight time, a Beech G35, N4615D, departed Francis S. Gabreski Airport in Westhampton, New York, on a 14 CFR Part 91 personal flight to Boston Logan International Airport. The pilot was flying two passengers so one could receive medical treatment. Instrument meteorological conditions prevailed, and an IFR flight plan was filed.
The flight proceeded with air traffic control communications via New York Terminal Radar Approach Control, Providence Air Traffic Control Tower, and Boston Consolidated TRACON. The controller instructed the pilot to expect the ILS approach to runway 4R. Several heading changes were given. At 1008:08, the controller vectored the flight to heading 220 degrees. Later, the pilot was instructed to turn to heading 130 degrees and descend to 3,000 feet msl. At 1014:44, the controller instructed the pilot to turn left heading 060 degrees to intercept the localizer. Radar data showed a large radius turn, and the pilot flew through the localizer. At 1015:46, the controller instructed the pilot to turn left heading 010 degrees to intercept, but the pilot responded with "one five Delta" and radar showed a turn to approximately 320 degrees with altitude fluctuations. The controller issued low altitude alerts and climb instructions. The pilot responded that he was climbing. At 1017:31, the airplane descended to 2,100 feet msl. Radar contact was lost. Witnesses reported seeing the airplane descending vertically out of the clouds, spinning left, and hearing an impact. The airplane crashed into a parking lot of a shopping center in South Easton, Massachusetts. There were no ground injuries or damage to vehicles. The airplane was destroyed.
Personnel Information
The pilot, age 65, held a commercial pilot certificate with ratings for single-engine land, multi-engine land, and instrument airplane, issued September 4, 2003. He held a second-class medical certificate issued October 30, 2007, with a restriction to wear corrective lenses. Review of his medical records indicated he had glaucoma treated with laser surgery and eyedrops, trace cataracts, and visual field deficits. His logbook showed limited recent instrument experience; in the previous 24 calendar months, he logged 5.3 hours of actual instrument flight time and seven instrument approaches as pilot-in-command.
Aircraft Information
The Beech G35, serial number D4807, was manufactured in September 1956. It was powered by a Teledyne Continental Motors E-225-8 engine and equipped with a constant-speed propeller, single-axis autopilot, and yaw damper. The last annual inspection was August 9, 2007; the airplane had 30.3 hours since then. No discrepancies with flight controls or systems were documented in the pilot's logbook.
Meteorological Information
A surface observation at Boston Logan at 1015 reported wind from 350 degrees at 8 knots gusting to 14 knots, visibility 8 statute miles with light rain, broken clouds at 1,100 and 2,000 feet, overcast at 5,500 feet, temperature 17°C, dew point 15°C, and altimeter 29.70 inHg.
Wreckage and Impact Information
The airplane came to rest upright on a magnetic heading of 254 degrees. A ground scar from the right wing was oriented on 206 degrees. An impact crater from the engine was present. The cockpit, cabin, and portions of both wings were consumed by postcrash fire. All flight control components were attached; no preimpact failure or malfunction was noted. The autopilot roll servo and Radio Coupler were retained for examination. The flaps and landing gear were retracted. The directional gyro exhibited scoring on the rotor housing. The engine and accessories showed extensive impact and fire damage but no evidence of preimpact failure. The vacuum pump rotor and vanes were intact.
Medical and Pathological Information
Postmortem examination of the pilot listed cause of death as blunt impact injuries. Forensic toxicology on the pilot was negative for carbon monoxide and tested drugs. Ethanol was detected in blood (28 mg/dL), liver (29 mg/dL), and muscle (16 mg/dL); the putrefaction field was marked "Yes." Testing by UMASS Memorial Medical Center also found ethanol (0.02 gm%) but negative for drugs of abuse.
Tests and Research
Examination of the KX155 transceiver and KI-209 indicator showed extensive heat damage preventing operational testing. The Century IIB autopilot system uses a directional gyro and attitude gyro. Examination of the Radio Coupler and roll servo found impact damage but the unit passed operational tests except for one step that was not specified due to damage.
The NTSB reviewed 14 CFR Part 61.57 regarding instrument experience requirements. The pilot had not logged an instrument proficiency check in his logbook.