History of Flight
On January 24, 2013, at about 1345 central standard time, a Raytheon Aircraft Company A-36 Bonanza, registration N980SS, impacted trees and terrain in a wooded area near Richwood, Louisiana. The airplane was conducting an instrument approach for landing at Monroe Regional Airport (KMLU), Monroe, Louisiana. The commercial pilot and three passengers were fatally injured. The airplane was destroyed by impact forces and a postcrash fire.
The flight was registered to and operated by Central Flying Service, Inc., under 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was active. The flight originated from Beaumont Municipal Airport (KBMT), Beaumont, Texas, at 1225, with a destination of KMLU.
At 1331, the pilot contacted KMLU approach control, reporting at 7,000 feet msl. Radar data showed the airplane southwest of the airport on a heading of about 035 degrees. At 1334:20, approach control directed the pilot to turn left 15 degrees to join the localizer, track it inbound, and descend at his discretion to 2,000 feet. The pilot acknowledged. The airplane was sequenced behind a King Air descending out of 12,000 feet. At 1338:48, approach control requested the pilot report established on the localizer. At 1339:25, approach control noted the airplane had flown through the final approach course and was still northbound. The pilot requested a radar vector back to the localizer. Approach control issued a right turn to a heading of 070 degrees, which the pilot acknowledged. At 1341:21, approach control asked if the pilot was receiving the localizer; the pilot replied, "It's coming." At 1342:26, approach control cleared the airplane for the ILS runway 4 approach and directed contact with tower. The pilot acknowledged.
At 1344:18, the pilot contacted KMLU tower, which issued a landing clearance for runway 4. The pilot acknowledged but said he was "curious that he was not going to be able to get down." The tower asked if the pilot could make the descent; the pilot responded that he was at 3,000 feet and could descend only that much. The tower advised the pilot to expect vectors for another ILS approach. The pilot did not respond. At 1344:49, radar showed the airplane at 3,100 feet with a groundspeed of 183 knots. At 1345:22, the tower cancelled the landing clearance and directed the pilot to fly runway heading and maintain 2,000 feet. The pilot did not respond. Radar showed the airplane in a tight right descending turn at 1,600 feet and 210 knots. Radar contact was lost at 1345:36, with the airplane at 1,200 feet heading south-southwest away from the airport. The tower made several radio calls without response.
A witness near the approach path heard the airplane overhead but could not see it due to overcast skies. He heard the engine sound change as if power was reduced and then reapplied. Other witnesses near the accident site saw the airplane descend almost vertically at high speed and then heard impact sounds.
Personnel Information
The pilot, age 31, held a commercial pilot certificate for airplane single-engine land, multi-engine land, and instrument airplane. He also held flight instructor and ground instructor certificates. He held a first-class medical certificate issued May 13, 2008, with no limitations. Central Flying Service, Inc. hired the pilot on April 16, 2012. As of July 25, 2012, the pilot had 470 total flying hours. He successfully completed company check rides on July 27, 2012. The pilot had less than 10 hours in the accident airplane.
Aircraft Information
The six-seat, low-wing, retractable landing gear airplane, serial number E-3152, was put in service on February 22, 1998. It was powered by a Continental Motors IO-550B-45B, 300 horsepower engine and equipped with a McCauley three-bladed constant speed propeller. The airplane underwent an annual inspection on January 9, 2013, with total airframe time of 2,823.2 hours. The operator reported the airplane flew about 10 hours after the inspection, resulting in a total time of 2,833.2 hours at the accident. The engine, serial number 834715R, was installed on August 27, 2007, with 872.6 hours since major overhaul. The propeller had 2,823.2 hours total time and 1,222.3 hours since major overhaul.
Meteorological Information
At 1253, the recorded weather at KMLU was wind 060 degrees at 8 knots, visibility 1-1/2 statute miles in mist, overcast ceiling at 400 feet, temperature 13°C, dew point 11°C, and altimeter 30.27 inches of mercury. At 1353, the recorded weather was wind 050 degrees at 12 knots, visibility 2 statute miles in mist, overcast ceiling at 700 feet, temperature 12°C, dew point 9°C, and altimeter 30.26 inches of mercury.
Aerodrome Information
Monroe Regional Airport, elevation 79 feet msl, is located about 4 miles east of Monroe, Louisiana. The airport has three runways; runway 4-22 is the longest at 7,505 feet. The ILS approach to runway 4 requires the pilot to remain at 1,500 feet msl prior to the final approach fix SABAR, then fly the glide slope to a decision height of 276 feet msl or descend to the MDA of 540 feet for the localizer approach. The published missed approach instructions require maintaining runway heading and climbing to 1,800 feet msl, then a right turn climbing to 3,000 feet, then direct to the Monroe VORTAC for holding.
Wreckage and Impact Information
The airplane impacted in a wooded area approximately 4.5 miles from KMLU on the 220-degree radial. A 15-foot diameter impact crater was 8 feet deep. Trees showed broken branches, and small debris hung from branches. Within the crater: the engine, propeller, nose gear, and cabin section. Crush angles indicated a vertical impact angle of 100 degrees. The left and right wings were outside the crater, broken aft at the wing roots and crushed aft. Both wings showed fire damage. The left main landing gear was folded; the right main landing gear was broken aft. The aft fuselage and empennage rested on the northeast crater rim, crushed and bent. The cabin, forward fuselage, and cowling were fragmented and partially consumed by postimpact fire. The engine was broken aft at the mounts and firewall. The propeller was broken at the flange with elongated bolt holes and torsional fractures. All three propeller blades were broken at the hub; two showed torsional bending and chordwise scratches; one was straight with chordwise scratches.
Medical and Pathological Information
An autopsy was performed on the pilot on January 26, 2013. Forensic toxicology detected ethanol in liver (69 mg/dL), muscle (42 mg/dL), kidney (12 mg/dL), and lung (10 mg/dL), and methanol in liver (12 mg/dL).
Tests and Research
Examination of the wreckage revealed all system components were fully functional at impact. Flight control continuity was confirmed. The landing gear was retracted. The airspeed indicator read 242 knots indicated airspeed, the altimeter read 660 feet with setting 30.26 inches, and the tachometer read 550 RPM. Engine examination found no preimpact anomalies. The dry air pump shaft showed a torsional twist, but no other anomalies were found.