History of Flight
On August 26, 2012, at approximately 1118 eastern daylight time, a Beech B24R Sierra, registration N9200S, sustained substantial damage when it struck trees and terrain during a forced landing following a reported loss of engine power near Dayton, Virginia. The certificated private pilot was fatally injured. Instrument meteorological conditions (IMC) prevailed at the time of the accident, and no flight plan had been filed for the personal flight, which originated from Wilmington International Airport (ILM), Wilmington, North Carolina, at 0903. The flight was conducted under Title 14 Code of Federal Regulations Part 91.
The pilot had obtained a preflight weather briefing from the Raleigh Automated Flight Service Station (AFSS) at 0831. During that briefing, he was advised multiple times that visual flight rules (VFR) flight was not recommended due to existing and forecast IMC along his intended route. Despite this, the pilot departed at 0903 without filing a flight plan.
At 1109, the pilot contacted air traffic control and reported climbing from 9,000 to 10,500 feet. Two minutes later, he declared an emergency, stating he had "lost" the engine and that he was "VFR on top." The controller provided vectors to Bridgewater Airpark (VBW) and then to Frank Field (VA52), attempting to orient the pilot to his position relative to these airports. At 1112, the pilot stated he was "still in the soup and can't see much of anything." At 1117, he reported the airplane could not clear a ridgeline, after which radar and voice contact were lost. The aircraft was then located 8 nautical miles from VBW on a bearing of 301 degrees.
Personnel Information
The pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent FAA third-class medical certificate was issued on November 2, 2010, at which time he reported 600 total flight hours. Examination of his logbook after the accident revealed approximately 235 total hours, with 206 hours in the accident airplane. The pilot did not possess an instrument rating.
Aircraft Information
The airplane, manufactured in 1975, had accrued 3,206.9 total aircraft hours. Its most recent annual inspection was completed on November 19, 2011, at 3,192.5 hours. The aircraft was equipped with two fuel tanks, each holding 29.9 gallons (52.2 gallons usable).
Meteorological Information
At 1115, weather conditions at Shenandoah Valley Regional Airport (SHD), 15 miles southeast of the accident site at 1,201 feet elevation, included scattered clouds at 1,800 feet, a broken ceiling at 3,300 feet, and an overcast ceiling at 4,000 feet. Visibility was 10 miles, temperature 22°C, dew point 18°C, and wind from 100° at 4 knots. An active AIRMET SIERRA for mountain obscuration was in effect for the area. Satellite imagery indicated cloud-top temperatures between 6°C and 9°C, corresponding to cloud-top heights of approximately 9,000 to 7,200 feet.
Wreckage and Impact Information
The wreckage was examined at the accident site at 1,869 feet elevation. All major components were present. No fuel odor or spillage was evident. The wreckage path, oriented 245 degrees magnetic, was about 60 feet long. The initial impact was in a treetop about 40 feet above ground. A second tree strike occurred 20 feet further along the path at about 20 feet above ground, with a 4-inch trunk displaying sharp cuts and paint transfer consistent with propeller blades. The ground scar began 55 feet along the path, and the airplane came to rest upright, facing opposite the direction of travel.
Impact damage was significant to the engine, firewall, instrument panel, and cockpit. Both wing leading edges showed aft crushing, and the outboard 4 feet of each wing were separated. Control cable continuity was established for rudder, elevator, and through breaks for ailerons, with all breaks due to overload. Fuel tanks were intact; approximately one pint was drained from the left tank and 10 gallons from the right. The fuel selector was in the right tank position. Fuel system continuity was confirmed. The gascolator was dry and absent of debris. The fuel boost pump and switch were destroyed by impact.
The engine was examined at Shenandoah Valley Regional Airport on August 28, 2012. Partial disassembly revealed continuity through the powertrain and valvetrain. Compression was confirmed on all cylinders using the thumb method. Borescope inspection showed no anomalies. Magnetos produced spark at all leads. The engine-driven fuel pump pumped fluid when actuated. The fuel flow divider contained a few drops of fuel and no debris. Injector lines and nozzles were clear. The fuel injector servo was impact-damaged, and throttle/mixture settings could not be determined.
Additional Information
The airplane had a total fuel capacity of 59.8 gallons, of which 52.2 were usable. At 75% maximum continuous power, nominal fuel flow was 10.2 gallons per hour.
Medical and Pathological Information
Toxicological testing detected Fluoxetine and its metabolite Norfluoxetine in the pilot's blood and urine. Fluoxetine (Prozac) is a selective serotonin reuptake inhibitor used to treat depression and other conditions. Examination of medical records revealed Norfluoxetine was prescribed to the pilot by a physician, but its use was not disclosed on his most recent FAA medical certificate application. An autopsy performed by the Office of the Chief Medical Examiner for the Commonwealth of Virginia determined the cause of death as blunt force trauma to the head and chest.