History of Flight
On February 19, 2014, about 0845 central standard time, a Beech B100 King Air, registration N811BL, impacted terrain near Pearland, Texas. The private rated pilot, the sole occupant, was fatally injured, and the airplane was destroyed. The airplane was registered to and operated by TDC Aviation, LLC, of Wilmington, Delaware. Instrument meteorological conditions prevailed, and an instrument flight plan was filed for the 14 Code of Federal Regulations Part 91 cross-country flight. The flight originated from Austin, Texas.
Several witnesses were in the general area of the accident site; two reported hearing the airplane overhead but could not see it due to clouds. Three witnesses working in an oil field saw the airplane impact the ground nose first.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine and multi-engine land. He held a third-class medical certificate issued on January 6, 2010, with the restriction "must wear corrective lenses." At the time of the exam, he reported 10 hours total flight time, with 10 hours in the previous six months. A logbook recovered from the wreckage showed he had accumulated 1,281.6 total flight hours, including 736.2 hours in single-engine airplanes, 512.4 hours in multi-engine airplanes, and 192.9 hours in the accident airplane. He had 29.7 hours of actual instrument time and 29.8 hours of simulated instrument time. Of that, 15.6 hours of actual instrument and 2.9 hours of simulated instrument time were in the accident airplane. One log entry on March 18, 2011, for 1.0 hour, was the only instrument instruction flight time with a flight instructor. The logbook did not show a recommendation for an instrument check or an endorsement for an instrument rating. Federal Aviation Administration (FAA) records did not indicate he possessed an instrument rating.
Aircraft Information
The Beechcraft B100 King Air is a twin-turboprop airplane powered by two Honeywell Garrett AiResearch TPE-331 engines. FAA records show the airplane was purchased by TDC Aviation, LLC, on May 24, 2013. During the investigation, maintenance records were not available for review.
Meteorological Information
At 0853, the automated weather observation facility at Pearland Regional Airport (KLVJ), about 1.5 miles east of the accident site, recorded wind from 180 degrees at 8 knots, visibility 5 miles, mist, overcast ceiling at 300 feet, temperature 69°F, dew point 61°F, and barometric pressure 30.01 inches of mercury.
Communications and Radar Information
A review of air traffic control communications revealed that the pilot was handed off to several controllers during the flight and approach to the airport. He was told to expect the RNAV 32 approach to Pearland Regional Airport. Routine vectors and altitude assignments were given without noted problems. The last controller cleared the pilot for the RNAV 32 approach, which the pilot read back correctly. The controller then terminated radar service. Shortly afterward, the pilot radioed that he was executing a missed approach. The controller issued a 170-degree radar vector and cleared the pilot to 2,000 feet. The pilot acknowledged. No further communications or distress calls were received.
Radar data showed the approach to the airport. About midfield, the airplane appeared to start a slow climbing left turn. The turn radius increased, and the airplane descended. The last radar return placed the airplane at 300 feet.
Airport Information
Pearland Regional Airport is a public-use, non-towered airport located south of Pearland, Texas, 9 miles south of William P. Hobby Airport (KHOU), Houston. Pilots use the common traffic advisory frequency (CTAF). KLVJ has a single runway 14/32, 4,313 feet by 75 feet. The RNAV (GPS) runway 32 approach minima for LPV is a 300-foot ceiling and 7/8-mile visibility; LNAV/circling minima are 500-foot ceiling and 1-mile visibility.
Wreckage and Impact Information
The accident site was about 1.5 miles west of KLVJ, in a rural field used for ranch land and oil fields. The wreckage consisted of an impact crater consistent with a near-vertical collision. Both engines were embedded 6-8 feet deep, left and right of the crater. Both engines had extensive impact damage; propellers were located near respective engines. The main landing gear actuator was in the retracted (up) position. Four flap actuators measured consistent with 10-12 degrees of flaps extended. Due to fragmentation, control continuity could not be established; aileron and rudder cable breaks were consistent with rescue cuts or overload failure. The airplane was extensively fragmented, and a post-crash fire destroyed most of the wreckage.
The cockpit voice recorder (CVR) was recovered and sent to the vehicle recorder lab. It captured part of a previous flight but no recordings from the accident flight.
Medical and Pathological Information
An autopsy by the Galveston County Medical Examiner's Office determined the cause of death as "blunt force injuries." Toxicological testing by the FAA Bioaeronautical Sciences Research Laboratory was negative for tested drugs and alcohol.
Test and Research
On-site examination of both engines revealed heavy impact damage consistent with a near-vertical impact. Both engines had 360-degree buckling of the second stage compressor and combustor housing, with no signs of uncontained failure. The left engine's first stage compressor shroud displayed heavy rotational scoring, with compressor vanes broken and bent opposite rotation direction, and metal spray on the aft side of the third stage turbine nozzle. The right engine's compressor shroud also had rotational scoring, but damage prevented determination of metal spray deposits. The damage signatures were consistent with power and operation at the time of impact.