History of Flight
On July 31, 2011, at approximately 1319 eastern daylight time, a Beech G35, registration N156RP, experienced an in-flight breakup while descending over Byron, Georgia. The airplane was operated by a private individual under 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight departed Stuart Powell Field Airport (DVK), Danville, Kentucky, at about 1119, destined for Perry-Houston County Airport (PXE), Perry, Georgia.
According to information from the Federal Aviation Administration (FAA), the pilot was in cruise flight at 9,200 feet when he cancelled visual flight rules flight following with Atlanta Air Route Traffic Control Center. Radar data showed the airplane descending from 9,200 feet at a rate of 2,000 feet per minute and a ground speed of 180 knots. At approximately 3,000 feet, ground speed reduced to 178 knots before radar contact was lost. No radio transmissions were received from the pilot after radar contact was lost.
Witnesses reported hearing a loud "popping" sound and observing an airplane with what appeared to be a wing separating. The airplane then began to spin before crashing into the ground. One witness called 911 and approached the crash site.
Aircraft and Pilot Information
The pilot, aged 44, held a private pilot certificate with single-engine land rating and a third-class medical certificate issued on March 31, 2010, with no limitations. His logbook was not recovered; an insurance application from January 6, 2011, reported 400 total hours and 140 hours in make and model.
The airplane, serial number D-4492, was a three-seat, low-wing, retractable-gear aircraft manufactured in 1956. It was powered by a Continental E-225-8 engine (225 horsepower) with a Hartzell two-blade propeller. According to logbooks, original records were lost in 1995; the previous owner estimated total time at 4,000 hours. The last annual inspection was completed on June 4, 2011, at a tachometer time of 366.18; airframe total time was 4,172.2 hours at that inspection. The tachometer was damaged in the accident. On July 2, 1996, left and right elevators were re-skinned, and Airworthiness Directive 94-20-04 was noted as complied with via Supplemental Type Certificate Kit No. 35-4016-3.
Examination of the airspeed indicator showed markings per the airplane flight manual: "VNE = 202 MPH (175kph) Yellow 175 MPH (152 kph) to 202 MPH." The indicator needle was stuck at 192 MPH.
Meteorological Information
Reported weather at PXE (about 8 miles south, elevation 418 feet) was: wind 290° at 7 knots, visibility 10 statute miles, clear skies, temperature 33°C, dew point 22°C, altimeter 30.02 inches of mercury.
Wreckage and Impact Information
The accident site was a vacant lot in a residential subdivision. Debris was scattered over a path approximately 970 feet long on a magnetic heading of 230°. The cockpit was crushed and breached. The left wing remained attached at the root; the entire right wing separated at the root and was found about 500 yards from the main wreckage, also on a 230° heading.
Diagonal wrinkles were present on upper and lower wing skins. Pulled rivets were noted on the leading edge lap joint outboard of the stall vane. The left wingtip separated near the main wreckage; left aileron separated at the outboard hinge; left flap remained attached with actuator indicating retracted (1.75 inches). Left main landing gear was folded. Residual fuel remained in left main and aux tanks.
The right wing separated inboard of the attach fitting; forward spar carry-through was fractured. The upper portion of the forward spar carry-through separated near rivets in the attach fitting. Nested C-channels in the lower spar carry-through separated with aluminum portions deformed upward about 90°. The forward spar web was bent forward and downward. Right landing gear push rod was bent downward and aft; the inboard rib was damaged where the push rod pulled through a lightening hole. The aft upper wing attach fitting fractured inboard; aft lower attach fitting remained intact but bent downward and aft. Right main landing gear was folded; right flap remained attached; right aileron cables separated at the bell crank.
The left stabilizer separated from the fuselage but remained attached by elevator trim cables, which tore through the bottom surface and aft fuselage structure. Wrinkles were present on upper and lower stabilizer; left stabilizer skin deformed laterally; fractures on forward and aft spars. The left ruddervator separated into four pieces with buckling; its horn separated and was found at the beginning of the wreckage path.
The right stabilizer separated from the fuselage; trim cables tore through bottom surface and aft fuselage skin. Forward spar C-channel showed a small portion bent downward. Right elevator remained attached; its counterweight separated. Right ruddervator horn separated and was found on a home roof at the beginning of the wreckage path; its push rod also separated from the differential mechanism.
The fuselage rested on its right side with compression toward the left. Upper aft fuselage structure separated. Rudder and elevator control continuity was confirmed from the differential mechanism to the aft spar. The 256-inch bulkhead was bowed aft near stabilizer forward spars. The upper spar cap of the right forward spar carry-through was bent upward with the outboard 4 inches bent downward and aft.
Engine examination revealed impact damage concentrated on the lower left side. Starter motor, left magneto, and vacuum pump separated. Ignition leads had impact damage; upper spark plugs showed normal wear; borescope of cylinders showed normal combustion deposits. Crankshaft rotation established compression and valve train continuity on all cylinders. No preimpact mechanical malfunctions or failures that would preclude normal operation were found.
Propeller examination: both blades showed rotational scoring. Blade A was relatively straight; Blade B had multiple bends and twisting. No discrepancies that would preclude normal operation were noted.
Medical and Pathological Information
An autopsy was performed on August 8, 2011, by the Georgia Bureau of Investigation. Forensic toxicology by the FAA Bioaeronautical Sciences Research Laboratory detected no ethanol in liver or muscle and no drugs in the liver.
Probable Cause
No probable cause was stated in the source.