History of Flight
On January 6, 2013, at approximately 1606 Pacific standard time, a Beech V35A, registration N35SD, experienced an in-flight breakup near Woody, California. The pilot/owner was operating under Part 91 of the Federal Aviation Regulations. The private pilot and passenger sustained fatal injuries; the airplane was destroyed. The cross-country personal flight had departed Imperial, California, around 1415, with a planned destination of Fresno, California. Visual meteorological conditions prevailed, and no flight plan was filed.
The Federal Aviation Administration reported that the pilot obtained flight following and climbed to 16,500 feet. At 1549, the pilot informed Los Angeles Air Route Traffic Control Center of cloud cover ahead and requested an instrument flight rules clearance into Fresno. The clearance to Fresno via the TULE ALTTA8 Arrival was granted at 1550, with instructions to maintain 14,000 feet. At 1552 and 1558, the pilot requested a lower altitude and was advised to expect a lower altitude in 10–12 miles. At 1558, the pilot stated they were waiting for some buildup but had not yet encountered any. At 1600, the pilot contacted Bakersfield Approach Control and requested a lower altitude. The controller cleared the descent to 7,000 feet and issued the TULE ALTTA8 Arrival. Two minutes later, the controller advised the pilot of a pilot report of icing in the area. At 1603, the controller issued a clearance to 6,000 feet but received no response. At 1604, the controller issued the clearance again, and the pilot acknowledged. The controller then advised of a nearby outside air temperature of -6 degrees Celsius, but received no response. Multiple attempts to contact the pilot were unsuccessful. At 1606, radar contact was lost 9 miles south of the Tule VOR. An alert notice was issued at 1734. The wreckage was later located about 1 mile from the last radar return.
Personnel Information
The 72-year-old pilot held a private pilot certificate with ratings for airplane single-engine land, multiengine land, and instrument airplane. His most recent third-class medical certificate was issued on April 27, 2009, with the limitation that he must wear corrective lenses. He reported a total time of 7,000 hours, with 0 hours in the previous 6 months. A logbook found contained entries for 14 flights in 2012, all in the accident airplane, totaling an estimated 23 hours of flight time with one IFR approach flown into Fresno.
Aircraft Information
The airplane was a Beech V35A, serial number D-8812. Its logbooks showed a total airframe/tachometer time of 6,646.92 hours at the last annual inspection on September 20, 2012. The airplane was not certified for flight in known icing conditions and had no de-icing or anti-ice provisions other than pitot heat. The engine was a Continental Motors IO-550-B12B, serial number 685906, installed on August 20, 2001, at a tachometer time of 4,879.6 hours. An entry on March 13, 2012, indicated an engine total time of 1,500.23 hours at an airframe total time of 6,475.93 hours.
Meteorological Information
The National Transportation Safety Board's Meteorologist prepared a Weather Study report. Surface analysis for 1600 PST indicated the accident site was in a region where clouds and precipitation were expected. Constant pressure charts showed a favorable location for vertical motion, clouds, and precipitation. No thunderstorm products were valid for the site. Surface observations from Meadows Field Airport (KBFL), 18 miles south-southwest of the site, reported at 1554: wind from 330 degrees at 6 knots, 10 miles visibility, light rain, overcast ceiling at 3,600 feet agl, temperature 10°C, dew point 6°C. Porterville Municipal Airport (KPTV), 21 miles north-northwest, reported at 1535: calm wind, 10 miles visibility, broken ceiling at 4,800 feet agl, overcast at 9,500 feet agl, temperature 9°C, dew point 6°C. An upper air sounding for 1600 PST depicted a conditionally unstable environment with a freezing level at 4,603 feet, a lifted condensation level at 2,897 feet msl, and clouds from the surface through 10,000 feet msl, with another layer between 14,000 and 21,000 feet msl. Icing conditions were indicated from 5,000 to 7,000 feet msl. Satellite imagery showed extensive cloud cover with cumuliform tops, with cloud tops around 13,000 feet. Radar data indicate the airplane likely encountered light to moderate precipitation and a shower over 10,000 feet deep, moving south-southeast. The airplane likely encountered ice crystals, supercooled liquid water, and snowflakes around 1604 PST, and likely experienced moderate or greater icing conditions. AIRMETs Sierra, Tango, and Zulu were valid for moderate icing, moderate turbulence, and mountain obscuration. There was no record of the pilot receiving a weather briefing.
Wreckage and Impact Information
Examination of the wreckage on January 8, 2013, revealed a debris path over half a mile long. The first pieces were from the right ruddervator. Both wings separated and were in the middle of the debris field. The cabin separated into several sections. The engine was inverted and showed significant damage to both sides. The propeller remained attached, with two blades complete and one blade fractured and separated about 6 inches from the hub, with a jagged, irregular fracture surface.
Medical and Pathological Information
An autopsy determined the cause of death as multiple blunt force trauma. Toxicological testing detected Losartan and Metropolol in muscle and liver. Ethanol (10 mg/dL) was found in muscle but not in brain; the report indicated the ethanol was from sources other than ingestion.
Tests and Research
A postaccident examination of the airframe and engine at Aircraft Recovery Service on March 15, 2013, found multiple disconnects in the flight control system, with splayed cables and angular, jagged fracture surfaces on all separated components. The left wing fragmented into two pieces with spanwise creases; the spar was permanently deformed upward about 30 degrees. The right wing separated at the root with chevron wrinkles. The right tail section sustained more damage than the left, with the right ruddervator fragmented into four pieces. The left ruddervator remained connected. The ruddervator trim measured 1.25 inches, outside the permissible range. The fuel selector valve was in an intermediate position. The engine showed crush damage to cylinders, especially on the left side. The spark plugs indicated normal operation. The crankshaft rotated with resistance. No evidence of preimpact mechanical anomalies was found.
Probable Cause
The source does not state a probable cause.