History of Flight
On January 4, 2013, at about 1419 eastern standard time, a Beechcraft H35, registration N375B, operated by a private individual, experienced a loss of engine power while in cruise flight. The airplane was destroyed when it impacted a house while on approach to Flagler County Airport (XFL), Palm Coast, Florida. The private pilot and two passengers were fatally injured. Instrument meteorological conditions prevailed, and an en route instrument flight rules (IFR) clearance was obtained. The flight departed Saint Lucie County International Airport (FPR), Fort Pierce, Florida, and was destined for Knoxville Downtown Island Airport (DKX), Knoxville, Tennessee. The personal flight was conducted under 14 CFR Part 91.
The airplane had arrived at FPR after flying from Stella Maris, Bahamas. Passengers cleared U.S. Customs about 1145, and the airplane was refueled before departing for DKX under visual flight rules.
According to air traffic control information from the FAA, the pilot contacted Daytona Approach control about 1407 and reported vibrations and an "oil pressure problem." The controller advised that airports in the area were IFR with ceilings of 900 to 1,000 feet. The pilot received radar vectors for an airport surveillance radar approach to runway 29 at XFL. At 1411:06, the pilot reported engine oil pressure at zero with cool cylinders. The airplane was at 5,300 feet mean sea level. Radar contact was lost when the airplane was about 2 miles from the runway at 200 feet. At 1418:27, the pilot transmitted, "…we need help; we're coming in with smoke."
Witnesses reported the airplane broke out of clouds very low, with wings level, then appeared slow and nose-high, stalling before descending below the tree line, followed by smoke.
Personnel Information
The 58-year-old pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued on December 31, 2012, at which time he reported 1,300 total flight hours, including 30 hours in the previous 6 months. On a 2010 medical application, he reported 1,100 total hours with 50 hours in the previous 6 months.
Aircraft Information
The four-seat, all-metal, low-wing, retractable-gear airplane, serial number D-5121, was manufactured in 1957. It was powered by a Continental Motors IO-470-C1, 250-horsepower engine and equipped with a Beech 278 propeller. The airplane had been modified with 15-gallon fiberglass wingtip fuel tanks, but no record of a supplemental type certificate was found. Maintenance records were not located. The pilot purchased the airplane on May 30, 2008. According to an FAA inspector, the engine's No. 1 and No. 4 cylinders were replaced due to low compression in early December 2012, but no documentation was found. A friend believed the last annual inspection was around September-October 2012. The lineman who refueled the airplane noted visible oil leaks on the nose gear strut and was informed by the pilot that the right fuel pump was not working.
Meteorological Information
Weather at XFL at 1350 was: wind 360 degrees at 7 knots, visibility 3 statute miles, ceiling 900 feet broken, 1,400 feet overcast, temperature 15°C, dew point 13°C, altimeter 30.22 in/Hg.
Wreckage and Impact Information
The airplane impacted trees and a residence about 3/4 mile from the approach end of runway 29, left of extended centerline. Initial impact was with a 60-foot pine tree; broken limbs were found 30-35 feet above ground. Wreckage extended from the impact point on a heading of 288 degrees for 50 feet. The airplane struck the roof of a detached home, and a large fire ensued, destroying most of the airplane and dwelling. Flight control cables showed no preimpact failures. The right flap actuator was in the retracted position; landing gear position could not be confirmed.
The engine was inverted on the floor of the house with thermal and impact damage. A large hole was found in the crankcase with a portion of the No. 4 connecting rod. The propeller remained attached; blades showed chordwise scratches and one blade was missing 4-6 inches of its tip. Teardown revealed lubrication distress, thermal damage, and mechanical damage at the No. 4 connecting rod journal. The No. 4 connecting rod was fractured and exhibited thermal and mechanical damage consistent with loss of lubrication. Oil galleys were intact and clear.
Communications
At 1349:34, the pilot contacted Daytona Beach approach and reported at 4,500 feet. He later requested and was cleared to climb to 7,500 feet to remain in VFR conditions above clouds. At 1407:01, the pilot reported vibrations and an oil pressure problem. Controllers provided vectors for an unpublished ASR approach to runway 29 at XFL, using RNAV approach minimums. At 1411:06, the pilot reported zero oil pressure but cool cylinder head temperatures. The controller provided heading and altitude instructions. At 1416, the airplane was cleared to land. At 1417:25, the controller advised to contact XFL tower. The pilot transmitted at 1418:27 stating "we need help; we're coming in with smoke." At 1418:55, the tower controller informed the approach controller that the airplane did not make it to the airport.
Medical and Pathological Information
An autopsy performed on the pilot noted the cause of death as multiple blunt force injuries. Toxicological testing detected atenolol in liver and blood, glucose in urine and vitreous, and elevated hemoglobin A1C. On the pilot's most recent FAA medical application, he answered "No" to the question about current medication use.