History of Flight
On October 6, 2012, about 0945 central daylight time, a Beech A36 airplane, N32GP, impacted terrain during a descent near Mabank, Texas. The airplane was registered to and operated by Palm-L Aviation LLC under 14 Code of Federal Regulations Part 91 as a personal flight. Instrument flight rules conditions prevailed, and the flight operated on an activated IFR flight plan. The flight originated from Northwest Regional Airport (52F), near Roanoke, Texas, about 0845, and was destined for Athens Municipal Airport (F44), near Athens, Texas.
The pilot obtained a Direct User Access Terminal Service weather briefing at 1526 the afternoon prior to the flight. No records of updated briefings on the morning of the flight were found. The airplane was based at 52F, and witnesses saw it depart between 0830 and 0900.
According to a copy of the pilot's flight plan, the route was direct from 52F to F44 with no alternate airport entered. The departure airport, 52F, did not have Jet-A fuel service, but both F44 and Terrell Municipal Airport (TRL) have Jet-A dispensing services. An IFR flight plan from F44 to Fletcher Field Airport, near Clarksdale, Mississippi, was also on file.
Air traffic control information from the FAA indicated that the flight encountered low clouds at F44 and requested a clearance to TRL. The clearance was provided, and a frequency change was given. The FAA's last radar return from the airplane was at 0944:23 at a pressure altitude of 2,900 feet. No further radio transmissions were received.
Personnel Information
The pilot held a private pilot certificate with airplane single-engine land and instrument airplane ratings. His most recent FAA third-class medical certificate was issued on August 31, 2011, with a limitation for corrective lenses. At that time, he reported 340 hours of total flight time and no flight time in the prior six months. His logbook recorded 568.5 hours total time and 219.5 hours in turbine-powered airplanes. An endorsement dated May 18, 2012, indicated completion of training for operating pressurized aircraft. An endorsement dated February 16, 2012, indicated satisfactory completion of an instrument proficiency check. A current flight review endorsement was not located in the logbook.
The pilot-rated passenger held a private pilot certificate with a single-engine land rating. His most recent FAA third-class medical certificate was issued on April 26, 2012, with a limitation for corrective lenses. He reported 130 hours total flight time and no flight time in the prior six months.
Aircraft Information
N32GP, a 1985-model Beech A36, serial number E-2230, was a low-wing, single-engine, six-place monoplane with retractable tricycle landing gear. According to FAA airworthiness records, it was powered by a Rolls Royce 250-B17C turbine engine installed per a Soloy Conversions supplemental type certificate SA3523NM. The engine drove a Hartzell three-bladed, all-metal, constant-speed propeller. An airplane logbook endorsement indicated the last annual inspection was completed on December 13, 2011, at which time the airplane had 2,451.8 total hours and the engine had 854 hours total time (205.6 hours since overhaul, 205 cycles since overhaul). Review of logbook entries and mechanic statements revealed no unresolved maintenance or airworthiness issues.
Meteorological Information
The National Weather Service issued an Airman's Meteorological Information advisory for IFR conditions in the area at the time of the accident.
At 0953, about 17 miles from the accident site, weather at TRL was: wind 020 degrees at 10 knots; visibility 10 statute miles; overcast clouds at 600 feet; temperature 12°C; dew point 9°C; altimeter 30.16 inches of mercury.
At 0935, about 23 miles from the accident site, weather at F44 was: wind 020 at 7 knots; visibility 3 statute miles; mist; overcast clouds at 500 feet; temperature 14°C; dew point 13°C; altimeter 30.12 inches of mercury.
A pilot flying about 15 nautical miles northeast of the accident site took pictures at about 0950 showing low overcast clouds above the airplane.
Wreckage and Impact Information
The airplane impacted a field about half a nautical mile east of the intersection of Farm to Market Road 90 and Van Zandt County Road 2702. A debris path began at an egg-shaped impact depression about 12 feet long and 2 feet deep. The wreckage path continued on an observed heading of about 300 degrees for about 200 feet. The airplane was fragmented along this path, with a fuselage section coming to rest about 95 feet from the depression start and the engine about 190 feet from the start. All major components were accounted for.
All flight control cables were traced; separations had a broom straw appearance consistent with overload. Left and right wing flap jackscrew actuator measurements corresponded to a zero-degree flap setting. The aileron trim actuator measurement was consistent with a neutral setting. The landing gear linkage position was consistent with retracted landing gear. The engine separated from the airframe. Debris consistent with ingested dirt was found in the engine's compressor section. Fuel was found in the fuel pump filter bowl. The fuel shutoff valve handle was separated from its valve housing, and light could be seen through a valve housing end when illuminated. The propeller separated from the engine; two blades remained attached with chordwise abrasions, and the separated blade exhibited S-shaped bending and chordwise abrasion. Both vacuum pumps were disassembled; rotors exhibited impact damage, but all vanes were intact. The attitude indicator's gyro and cage exhibited rotational scoring. The emergency locator beacon was crushed. Due to impact damage, total fuel on board could not be confirmed.
Medical and Pathological Information
An autopsy on the pilot at the Southwestern Institute of Forensic Sciences at Dallas listed the cause of death as blunt force injuries. The FAA Civil Aerospace Medical Institute prepared a Final Forensic Toxicology Accident Report on the pilot, which was negative for the tests performed.
Tests and Research
Two annunciator panels were retained and examined by an NTSB Materials Laboratory chemist. The report showed inconclusive findings regarding the filaments.
According to an NTSB National Resource Analyst, radio and radar contact was lost at 0944. The FAA issued an alert notice at 1022. The Air Force Rescue Coordination Center opened a search and engaged a Civil Air Patrol radar analyst at 1135. The analyst reported an initial radar position at 1319 but did not have access to all FAA radar data, specifically the airport surveillance radar at Sachse, Texas. This led to an incorrect initial position for search teams. At 1834, CAP informed the rescue coordination center that radar data indicated the aircraft was likely in the Terrell area, and CAP tasked aircraft and ground teams accordingly.
At about 1630, an NTSB radar analyst joined a teleconference with FAA personnel. When it became apparent that neither the FAA nor the CAP had reviewed the Sachse radar data, the NTSB analyst requested the file. The radar file was provided at 1942, and the analyst determined a last known position by 1956. This information was relayed to a sheriff's helicopter at 2008, and the wreckage was located about 2025 within 0.2 nautical miles of the last known position provided by the NTSB, approximately 10 miles southeast of the area being searched by CAP.