History of Flight
On November 11, 2013, at approximately 0056 central standard time, a Beechcraft B36TC, registration N4245D, was destroyed when it struck terrain about 2 nautical miles northeast of Rick Husband Amarillo International Airport (AMA) in Amarillo, Texas, during a missed approach. The private pilot and two passengers received fatal injuries. The airplane was operated under 14 CFR Part 91 as a personal flight. Night instrument meteorological conditions (IMC) prevailed, and an instrument flight rules (IFR) flight plan had been filed. The flight departed Lubbock Preston Smith International Airport (LBB) at about 2347 on November 10, 2013.
The pilot had flown three previous flights on November 10 before the accident flight. The first flight departed Tradewind Airport (TDW) in Amarillo at about 1424 and landed at LBB at about 1502. The second flight departed LBB at about 1536 and landed at Collin County Regional Airport (TKI) in Dallas, Texas, at about 1716. The third flight departed TKI at about 2123 and landed at LBB at about 2317. All four flights were conducted under IFR flight plans.
Radar data showed that during the approach to TDW, the airplane entered a holding pattern at the ZERAR waypoint. At 0032, Albuquerque Air Route Traffic Control Center (ARTCC) cleared the flight for the RNAV Runway 35 approach to TDW. The pilot flew the approach and executed the published missed approach. At 0039, the pilot reported to ARTCC that he had missed the approach due to fog. The flight returned to ZERAR waypoint as per the missed approach procedure.
At 0048, ARTCC cleared the flight for the ILS Runway 4 approach to AMA, about 6 nautical miles from TDW, with Hale County Airport (PVW) as an alternate. The pilot acknowledged, and no further transmissions were received. Radar data indicated the pilot flew the ILS approach and attempted a missed approach, during which the airplane left radar contact and impacted terrain.
Personnel Information
The 48-year-old private pilot held a single-engine land rating issued July 16, 1985, and a third-class medical certificate issued October 24, 2013. He reported 410 total flight hours at that examination. No FAA record of an instrument rating was found. On October 24, 2014, he took the FAA instrument knowledge test but scored 68%, below the passing 70%. He intended to take the instrument check ride but needed to pass the knowledge test first.
The pilot purchased the accident airplane on October 30, 2013. The broker reported the pilot intended to complete his instrument rating before purchase. The pilot received two days of Bonanza training after purchase: 4 hours of ground and 10.5 hours of flight instruction. The flight instructor noted the pilot had about 400-600 hours in a Cessna 172RG and no experience with the flight director, autopilot, or Garmin Nav/Coms. They practiced basic air work, including about 2.5 hours in IMC using the autopilot and flight director. The pilot received high performance and complex endorsements.
After checkout, the pilot hired an experienced Bonanza pilot to help ferry the airplane to Texas. They flew about 15 hours over three days. IFR flight plans were filed for the two en route legs despite VMC conditions. The accident pilot did all the flying and no instrument approaches were flown. The ferry pilot reported no problems or unsafe tendencies.
Aircraft Information
The Beechcraft B36TC, serial number EA-645, was manufactured in 1999. Maximum gross weight was 3,850 pounds, seating six. The engine, originally a Continental IO-520-B2, was converted via STC to a 300-horsepower IO-550-B(AP) on April 10, 2009. The last annual inspection was September 24, 2013, recording 1,438.9 total airframe hours and 319.3 hours since engine overhaul.
Passengers on the Dallas-to-Lubbock leg reported the airplane flew normally with all instruments in the green.
Meteorological Information
At 2353 on November 10, AMA reported wind 170° at 13 knots, 1/4 mile visibility, fog, obscured sky, vertical visibility 100 feet, temperature 8°C, dew point 8°C, altimeter 30.24 inHg. At 0053 on November 11, conditions were similar: wind 170° at 10 knots, 1/4 mile visibility, fog, obscured sky, vertical visibility 100 feet, temperature 9°C, dew point 8°C, altimeter 30.23 inHg. The National Weather Service issued a dense fog advisory at 1943 on November 10 for much of the Texas Panhandle, warning of low visibility persisting through 0900.
During the TDW approach, the controller provided the pilot with AMA weather: wind 170° at 13 knots, visibility 1/4 mile with fog, ceiling variable 1,400-1,600 feet. A Texas state trooper at the scene reported heavy ground fog with horizontal visibility about 50 feet at 2230.
Wreckage and Impact Information
The airplane impacted a flat, clay dirt pasture on a magnetic heading of about 276°. The debris path was about 1,000 feet long and 175 feet wide. The engine traveled farthest from the initial impact point. The initial ground scar measured about 60 feet, with a green lens piece found there. About 60 feet further, a 10-foot scar showed the right elevator balance weight horn protruding at an 85° down angle. A burn area 150 by 28 feet extended from the second scar. The right wing was fragmented; pieces were found along the debris path. The propeller separated from the engine and was found along a fence about 550 feet from the initial scar.
The main wreckage, inverted, consisted of the cabin aft of the firewall, left wing, aft baggage compartment, and empennage. Ground fire consumed much of the fuselage and cockpit instruments; the left wing showed fire damage. The airspeed indicator pointer was stuck at 156 knots.
All primary flight controls and flaps were located. Flight control continuity was confirmed for all primary cables, with separations consistent with overload. Trim cable continuity was also confirmed. The left flap was in the up position; the right flap actuator indicated 5° down.
The engine came to rest inverted about 1,000 feet from the initial impact. Intake and exhaust components were detached. Fuel system components except manifold, injector lines, and nozzles were separated. Magnetos, alternator, vacuum pump, starter, turbocharger, and other components were separated and scattered. Lower crankcase halves were separated. Internal components showed no operational distress, oil starvation, or discoloration. Spark plugs had normal wear. Cylinder borescope revealed no anomalies.
The three-blade propeller remained attached to the hub. All blades showed heavy polishing near tips. Blade A was loose, rotated about 140°, with leading edge gouges and chord-wise scrapes. Blade B was twisted toward low pitch at the tip. Blade C had S-bending, twisting toward low pitch, and the outboard 8 inches separated. The propeller hub mounting side had gouges and elongated bolt holes.
Medical and Pathological Information
An autopsy on November 12, 2013, listed cause of death as multiple blunt force injuries due to an aircraft mishap. FAA toxicology was negative for ethanol. Cyanide was not tested; insufficient sample for carbon monoxide. Substances found: acetaminophen (22 µg/mL in urine), duloxetine (in urine and liver), gabapentin (in urine and cavity blood), and ibuprofen (in urine). Gabapentin and duloxetine are disqualifying for flight; the pilot did not report them on his medical application. The pilot's daughter stated he broke his leg in December 2011 and had nerve pain requiring medications, but he was alert and energetic on the Dallas-to-Lubbock flight.
Tests and Research
NTSB Materials lab examined the right wing aileron cable fracture; no preexisting damage. The JPI EDM 730/830 engine monitor recorded 121 flight logs. The accident flight log contained about 753 data points over 75 minutes. The internal clock was about 6 minutes ahead of UTC. Data showed engine start at 23:46:30 CST. Takeoff power at 23:54:36 was indicated by fuel flow ~35 gph and RPM ~2,700. Fuel flow reduced to ~17 gph and RPM ~2,500 about 12 minutes later. About 37 minutes later, fuel flow increased to ~37 gph and RPM ~2,700 for 4.5 minutes, then reduced for 11.5 minutes. At 00:59:48, fuel flow rapidly increased to ~37 gph and RPM ~2,700, maintaining until recording ended at 01:01:42.