Accident Overview
On May 20, 2011, at approximately 1102 mountain daylight time, a Beechcraft BE-F33A airplane, registration N1533Y, sustained substantial damage after colliding with heavily wooded, mountainous terrain about 13 miles east of Taos Regional Airport (SKX), near Taos, New Mexico. The private pilot, who was the sole occupant, sustained fatal injuries. The aircraft was registered to a private corporation and operated by the pilot. The flight originated from Rick Husband Amarillo International Airport (AMA), Amarillo, Texas, around 0936, and was destined for Taos. A visual flight rules (VFR) flight plan was filed for the personal cross-country flight, conducted under 14 Code of Federal Regulations Part 91. Meteorological conditions at the time were instrument meteorological.
Flight History
Before departure, the pilot contacted the Fort Worth Automated Flight Service Station (AFSS) for two abbreviated weather briefings: at 0641 and again at 0737 while en route to the airport. The pilot mentioned his usual route and discussed weather with the briefer. The pilot's business partner, who co-owned the airplane, reported that the original route was from San Angelo to Taos, but thunderstorms caused a change; he asked the pilot to fly him to Amarillo first, after which the pilot planned to proceed direct to Taos. After landing in Amarillo, the co-owner persuaded the pilot to park, and they reviewed the route from Amarillo to Taos using a sectional chart, concluding that maintaining VFR at 12,500 feet over the mountains would be acceptable. The co-owner noted that weather at Angel Fire was marginal IFR, but the pilot held an instrument rating and could fly IFR if needed.
Air traffic control communications showed that the pilot contacted Albuquerque Center after departing Amarillo. Controllers asked if he was aware of rising terrain, and the pilot acknowledged, stating he would climb to 12,500 feet approaching Taos. A controller advised that radar contact would be lost over the mountains; the pilot acknowledged, and at 1058, radar service was terminated. The pilot was instructed to squawk VFR, and a frequency change was approved. This was the last communication with ATC.
The manager at Angel Fire Airport reported that the pilot made a traffic advisory on UNICOM around 1050, announcing he was 6 miles east of Angel Fire Airport at 11,500 feet, heading west to Taos. The call was described as normal, and the pilot sounded calm with no sign of stress. The manager noted that it was snowing medium-sized flakes that melted on impact, but heavy enough to obscure the mountains.
A handheld GPS unit found in the wreckage was downloaded by the NTSB. Data revealed that after departing Amarillo, the pilot flew northwest (about 300 degrees) toward Angel Fire. Crossing over Angel Fire at 10:58:52, the aircraft was at about 12,500 feet with a ground speed of 160 knots. It continued on this heading for about a minute before descending and increasing speed. At 11:00:53, it was at 11,735 feet heading 290 degrees at 195 knots. At 11:01:53, heading 342 degrees at 11,200 feet and 135 knots. Over the next 47 seconds, altitude fluctuated around 11,000 feet, with left and right turns and ground speed varying from 158 to 73 knots. The last complete data point at 11:02:37 showed altitude 11,279 feet, heading 84 degrees, ground speed 81 knots. The final recorded position at 11:02:41 was 36°29'N, 105°24'W.
Weather Conditions
Angel Fire Airport (AXX), about 7 miles east of the accident site at 8,380 feet elevation, reported weather via AWOS-3. At 1055: wind calm, visibility 10 miles, scattered at 3,700 ft, ceiling broken at 4,400 ft, overcast at 5,000 ft, temperature 2°C, dewpoint -1°C, altimeter 29.99 inHg. At 1115: wind 250° at 6 knots, visibility 10 miles, scattered 3,200 ft, broken 4,800 ft, overcast 6,000 ft, temperature 3°C, dewpoint -1°C, altimeter 30.00 inHg.
Taos Regional Airport (SKX), about 13 miles west of the accident site at 7,095 ft elevation, reported at 1055: wind 210° at 13 knots gusting to 16, visibility 10 miles, overcast at 4,000 ft, temperature 8°C, dewpoint -2°C, altimeter 29.96 inHg. At 1115: wind 220° at 11 knots, visibility 10 miles, scattered 4,000 ft, broken 6,500 ft, overcast 7,000 ft, temperature 8°C, dewpoint -1°C, altimeter 29.96 inHg.
The area forecast for northern New Mexico indicated scattered to broken clouds at 8,000 ft, a second broken layer between 12,000-14,000 ft with tops to 18,000 ft, isolated light rain showers. Between 1100-1300, scattered at 10,000 ft, scattered to broken at 15,000 ft with tops to 20,000 ft, isolated thunderstorms and light rain, cumulonimbus tops to 31,000 ft, gusting west winds at 25 knots. An AIRMET Sierra for mountain obscuration over New Mexico was issued after the pilot's briefings. Two pilot reports before the accident: light mixed icing at 12,000 ft northwest of Albuquerque, and occasional light turbulence at 9,500 ft over Albuquerque. After the accident, numerous reports of structural icing between 12,000-15,000 ft (light to moderate rime), light clear ice, light mixed icing, light to moderate turbulence, and moderate mountain wave at 38,000 ft.
Wreckage Examination
On-scene examination on June 7, 2011, found all major components at the site. The airplane came to rest upright in heavily wooded, mountainous terrain on a magnetic heading of about 133°, at approximately 10,700 ft elevation on a 55° slope. Damage to trees indicated a steep descent angle before impact. The left wing pointed downhill; both wings, tail section, and engine remained attached but damaged. The flap actuators were fully extended. Control cable continuity was established for ailerons, flaps, elevator, and rudder to the cockpit. The fuel selector was set to the right tank; valve and strainer contained fuel with a trace of silver metal shavings. The landing gear was down and locked. All three propeller blades remained attached; one loose and twisted, two tight with bending and scratching. Engine rotation produced compression and spark; oil dipstick showed 9 quarts. Vacuum pumps were undamaged; the standby gyro toggle switch was in the off position. Spark plugs appeared light gray; oil filter had no debris. Fuel metering unit screen was clear; no fuel in unit. Fuel pump coupling intact. Attitude indicator was disassembled and found intact with no scoring. The JPI 700 engine analyzer recorded consistent EGT, CHT, battery voltage, and shock cooling rate with no anomalies.
Medical Information
An autopsy performed on May 29, 2011, by the Office of the Medical Investigator in Albuquerque, New Mexico, determined the cause of death as multiple blunt force injuries. Toxicological examination detected caffeine, theobromine, and diphenhydramine (94 ng/mL) in heart blood. Diphenhydramine is an antihistamine with sedative effects; peak plasma concentration after a 50 mg oral dose averages 80 ng/mL at 3 hours. The FAA Toxicology Laboratory also found diphenhydramine (0.044 µg/mL) in heart blood and in urine, as well as naproxen in urine. The co-owner, a medical doctor and former aviation medical examiner, reported no observed drowsiness or medication use during the flight to Amarillo. The pilot's wife stated she did not see her husband the night before or on the accident day; she noted he had allergies but was meticulous about not taking medications before flying.