History of Flight
On August 11, 2013, at about 1035 central daylight time, a Beechcraft F33A (N4514S) was substantially damaged when it impacted trees and terrain near Ennis, Texas. A postimpact fire ensued. The private pilot and passenger were fatally injured. The airplane was registered to and operated by a private individual under 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed. The flight departed from Majors Airport (KGVT), Greenville, Texas, about 0955, en route to Austin, Texas, without a flight plan.
Radar data tracked the flight from departure at 0954:46 to the accident. The airplane initially climbed to 10,500 feet msl, with altitude varying between 10,500 and 11,100 feet msl. The pilot contacted ATC at 0955:21 requesting radar flight following. At 1024:47, the pilot canceled flight following and changed his destination to Ennis, Texas, while at 10,300 feet msl. By 1029:58, the airplane had descended to 4,900 feet msl. At 1033:19, the pilot reported to ATC that he had "turned back towards Ennis but … was having some fuel issues" and requested the closest airport. Location and altitude at that time were unknown due to loss of radar coverage. ATC provided Ennis as the closest airport. At 1034:07, the pilot replied, "Uh, roger that, I am gonna…" No further communications were recorded.
The main wreckage was located 9.17 miles north-northeast of the last radar position. No additional radar data existed for the flight between the last known location and the accident site. Multiple witnesses observed the airplane flying low, as if preparing to land. One witness stated the wings rocked back and forth during descent. Another reported the airplane struck a tree and "exploded."
Personnel Information
The 38-year-old pilot held a private pilot certificate with an airplane single-engine land rating issued January 9, 2010, and a third-class medical certificate issued April 9, 2009, with the limitation requiring corrective lenses for distant and near vision. A flight log was not located. According to his private pilot application, he reported 56 total hours as of January 8, 2010. Total flight time, time in type, recent experience, and date of flight review could not be determined.
Aircraft Information
The 1975 Beechcraft F33A (serial number CE-597) was registered on a standard airworthiness certificate for utility operations. It was powered by a Teledyne Continental Motors engine rated at 285 hp at 2,700 rpm, driving a 2-blade McCauley controllable-pitch propeller. The airplane was maintained under an annual inspection program; the last annual was completed October 16, 2012, at an airframe total time of 4,868.5 hours.
Meteorological Information
The nearest official weather station was Lancaster Regional Airport (KLNC), 15 nm north of the accident site. A METAR issued at 1035 reported wind 190° at 5 knots, visibility 10 miles, clear sky, temperature 29°C, dew point 22°C, and altimeter 30.08 inHg.
Wreckage and Impact Information
The accident scene was on the west edge of a dormant corn field. First contact was with a deciduous tree top about 10 feet tall; branches were broken in the impact direction. A second contact was at the base of a coniferous tree south-west of the main wreckage, with crushed branches and white paint chips embedded. A ground scar 4 feet long and 8 inches wide started 11 feet southeast of that tree trunk, extending 22 feet to the main wreckage. Another contact point was a deciduous tree 4 feet up, with red paint transfer consistent with the airplane's paint.
The main wreckage came to rest on a small tree at a heading of 007° magnetic, field elevation about 500 feet. The burn area was 85 feet wide (east-west) and 160 feet long (north-south). The fuselage forward section, including instrument panel and upper aft fuselage, was charred, melted, and partially consumed. The lower aft fuselage including rear seats showed heat exposure. Two lap-belt buckles were found latched.
The empennage showed heat damage forward; the right elevator tip separated. Flight control cables were continuous from rudder and elevators forward. Trim tab actuators measured 7/8 inch. Fuel lines were destroyed by fire. The burned fuel selector valve was recovered from the forward cabin floor, selected to the left tank; after debris removal, it rotated without difficulty with proper detents.
The left wing remained attached; the fuel tank was partially intact but empty. The left wing tip tank separated and was empty. Impact damage 55 inches inboard with brown scratch marks; left flap actuator measured 1 11/16 inches (flaps retracted). The right wing fuel tank and tip tank were empty. Right flap actuator measured 1 7/8 inches (flaps retracted). Both aileron control cables were continuous.
The engine separated and came to rest north of the wreckage. The propeller separated 65 feet northeast; blade A was bowed aft with leading edge scoring and chordwise scratches; blade B unremarkable. Spinner crushed aft rotationally. Crankshaft flange fractured. Cylinders had thumb compression and valve train continuity; magnetos produced spark on all leads. Fuel pump contained a trace of fuel; no anomalies. Throttle body/mixture control arms bent but moved freely. No evidence of fuel leak on engine.
Medical and Pathological Information
An autopsy performed on the pilot by the Southwestern Institute of Forensic Sciences on August 12, 2013, concluded cause of death as thermal injuries. The report noted severe atherosclerosis of the left anterior descending coronary artery and stated that a cardiac event due to that condition may have contributed to death. Toxocological tests by the FAA's Civil Aerospace Medical Institute were negative for all tested substances.
Additional Information
According to the Pilot Operating Handbook, normal descent procedures include closing cowl flaps, setting power as required (avoiding prolonged idle settings and low cylinder head temperatures), and enriching mixture as required.