History of Flight
On August 11, 2012, at approximately 1310 eastern daylight time, a Beech V35B, registration N11JK, was substantially damaged during a forced landing near Effingham, South Carolina. The private pilot and passenger were not injured. Instrument meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed. The flight departed Manassas Regional Airport (HEF), Manassas, Virginia, at 1052, destined for Flagler County Airport (XFL), Palm Coast, Florida.
Prior to departure, the pilot used a computer-based application and the NOAA website for a textual weather briefing. He also contacted Lockheed Martin Flight Services and discussed weather conditions with a briefer. The briefer advised of two convective SIGMETs near central South Carolina and northern Florida. The pilot acknowledged and indicated he would deal with the weather en route. The flight proceeded uneventfully until approaching the northern South Carolina border at about 1240. The pilot contacted Jacksonville Air Route Traffic Control Center (ZJX) and reported level at 12,000 feet. The controller issued an advisory for moderate to extreme precipitation 20 miles ahead extending south for 100 miles.
At 1252, the pilot requested a descent to 10,000 feet due to weather. After several attempts, at 1300:32 the pilot requested a turn to exit the weather. The controller instructed a left deviation and then direct to CHS VOR. At 1302:56, the pilot reported heavy turbulence and inability to maintain altitude. At 1303:56, the pilot reported losing altitude and losing his attitude and heading reference system (AHRS). The pilot subsequently reported losing engine power at 1305:35. The controller provided vectors toward Florence Regional Airport (FLO). At 1308:51, the pilot stated he could not make the airport and would land in a field. At 1312:05, another aircraft relayed that the pilot was on the ground and the engine was on fire.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single engine and instrument airplane. His most recent FAA third-class medical certificate was issued on September 28, 2010. He reported approximately 800 total flight hours, with 40 hours of dual instruction in the accident airplane and 150 total hours in type.
Aircraft Information
The airplane was manufactured in 1973 and originally equipped with a Continental Motors IO-520-BA engine. It had experienced two propeller strike incidents (2001 and 2009). In 2009, an MT Propeller MTV-9-D/210-58 composite propeller was installed. In July 2011, the engine was modified with a turbo-normalizing system. An annual inspection was completed in December 2011. The most recent maintenance was an oil and filter change on March 15, 2012, at 2,878 total airframe hours.
Meteorological Information
A stationary front stretched northeastward from central Georgia, with a cold front southwestward into Alabama. Outflow boundaries provided lifting mechanisms. The Area Forecast indicated broken ceilings at 1,000 feet msl, rising to 3,000 feet msl, with scattered rain showers and thunderstorms. Florence Regional Airport (FLO) reported wind from 220 degrees at 6 knots at 1253, and at 1330 conditions deteriorated to heavy rain and mist with wind gusts to 25 knots. SIGMETs 26E and 23E warned of lines of thunderstorms with tops above FL450. Radar data showed 50-65 dBZ reflectivity along the flight path, indicating very strong to extreme precipitation. Lightning flash data recorded over 1,800 flashes near the flight track.
Wreckage and Impact Information
The propeller separated from the engine at the propeller flange and was recovered about 6 nautical miles southwest of the accident site. The airframe came to rest in a corn field. The right main and nose landing gear collapsed; the forward fuselage and right wing were substantially damaged. Examination of the engine revealed that all eight propeller hub mounting bolts had failed due to reverse bending fatigue. The number 6 connecting rod had fractured about 2.5 inches from the small end, with fatigue striations observed in a thumbnail crack region. The crankshaft exhibited plastic deformation and heat tinting on connecting rod journals. The number 4 connecting rod showed heat tinting and oxidation. The Garmin G-500 system components were examined but did not contain recorded data.