History of Flight
On October 25, 2012, at approximately 1306 eastern daylight time, a Beechcraft A36, registration N4325W, was substantially damaged after impacting a light stanchion and terrain near Hooksett, New Hampshire. The private pilot/owner and a pilot-rated passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed. The flight departed Boire Field (ASH), Nashua, New Hampshire, with a planned destination of Laconia Municipal Airport (LCI), Laconia, New Hampshire, operating under 14 CFR Part 91.
According to line workers at ASH, the pilot and his wife departed the airplane's base at Block Island State Airport (BID), Block Island, Rhode Island, that morning and landed at ASH to clean the windscreen before departing for LCI. The airplane did not refuel at ASH, and the pilot appeared to be in good spirits. A fixed-base operator at LCI reported that the pilot had reserved a rental car and was scheduled to arrive at 1330.
The pilot contacted FAA Boston terminal radar approach control at 1239, shortly after takeoff from ASH, requesting VFR flight following. The airplane was issued a discrete transponder code and continued direct to LCI at a cruise altitude of 5,500 feet. At 1247, the transponder code was lost. Air traffic control attempted to contact the pilot several times but received no response, and flight following services were terminated.
Review of radar data from Manchester Airport (MHT) revealed primary returns correlated to the accident airplane, providing position but not altitude. The target tracked north toward LCI until about 1254, then turned left toward the south. Around 1303, it made an approximate 30-degree left turn followed by an approximate 50-degree right turn. The last returns showed the target tracking southbound directly overhead Interstate 93, with the final return located about 2,200 feet north of the initial impact point.
Personnel Information
The pilot, age 83, held a private pilot certificate with ratings for airplane single- and multi-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued in August 2012, and his last flight review was in March 2011. His logbook showed a total flight experience of 9,675 hours.
According to FAA airman records, the passenger was issued a third-class medical/student pilot certificate in August 1972 and a private pilot certificate in November 1972, at which time she reported 62 total flight hours. No further airman or medical records were on file, but the pilot's logbook indicated she acted as a safety pilot during several flights in the accident airplane in the year prior, while the pilot conducted simulated instrument conditions.
Aircraft Information
The airplane was manufactured in 1974 and registered to the pilot in 2004. It was equipped with one Continental Motors Inc. IO-520-BB, 285-horsepower reciprocating engine. The most recent annual inspection was completed on April 17, 2012, at a total aircraft time of 4,130 hours.
Meteorological Information
The 1253 weather observation at Manchester Airport, about 7 nm southeast of the accident site, reported winds from 120 degrees at 5 knots, clear skies, 10 miles visibility, and an altimeter setting of 30.27 inches of mercury.
Wreckage and Impact Information
The initial impact point was a light stanchion on the east side of Interstate 93 at 43° 3' 1.5" N, 71° 28' 13.41" W, elevation approximately 300 feet. The outboard portion of the right wing was about 55 feet north of the stanchion. The main wreckage came to rest upright against the guardrail on the west side of the northbound lanes on an approximate 280-degree heading, about 300 feet from impact. The propeller was separated from the engine and came to rest about 50 feet past the main wreckage.
The wreckage was recovered to a hangar for examination. The cabin area exhibited significant impact damage, and the fuselage displayed buckling at the rear spar carry-through. The empennage was intact with skin wrinkling. The landing gear was retracted. Dual flight control yokes were mounted on a T-arm, which had separated at the single control column. Continuity was established from all flight control surfaces to the cockpit area.
The engine remained attached to the airframe by various lines, cables, and hoses. Top spark plugs were removed; each was light gray with normal wear. The engine was rotated by hand through the accessory drive, and valve train continuity was confirmed. Compression was obtained on all cylinders using the thumb method. Both magnetos produced spark on all terminal leads.
The metal, three-bladed, constant-speed propeller was separated just aft of the flange. All three blades remained attached at the hub. Two blades exhibited S-bending, twisting, and leading edge gouging; the third blade was relatively undamaged.
Medical and Pathological Information
Review of the pilot's FAA medical file indicated he first received a third-class medical in 1967. From 1967 through 1997, he reported no medications or medical problems except hay fever. In 1999, he reported high blood pressure treated with a beta blocker. He was issued a third-class medical but required further documentation. In 2003, he reported coronary artery bypass grafting and pacemaker insertion from the prior year. His medical was deferred; submitted documentation revealed a history of hypertension, paroxysmal atrial fibrillation, high cholesterol, sleep apnea, aortic insufficiency, stroke, shortness of breath, renal insufficiency, and type 2 diabetes. He underwent bypass surgery in July 2002 and pacemaker insertion in December 2002 for symptomatic bradycardia.
He subsequently received third-class special issuance medical certificates valid for six months. He continued to supply documentation of his health conditions, including additional issues such as cataract removal, prostate surgery, and sleep apnea requiring CPAP. In 2012, his application was deferred due to use of two diabetes medications, one of which was discontinued, and he was granted a special issuance medical in August 2012.
Toxicological testing of the pilot showed metoprolol, ranitidine, and warfarin in urine and blood, all reported on his most recent medical application. Blood samples were negative for carbon monoxide. Testing of the passenger revealed diphenhydramine in urine; blood was negative for carbon monoxide.
An autopsy determined the cause of death for the pilot as coronary artery bypass graft thrombosis due to atherosclerosis, with the manner of death natural. The autopsy noted a lack of significant hemorrhage associated with traumatic injuries, consistent with postmortem injuries. Postmortem interrogation of the pacemaker revealed no anomalies.