History of Flight
On December 18, 2014, at 1816 central standard time, a Beech V35A airplane, N555SF, impacted terrain near Seagoville, Texas. The pilot, the sole occupant, was fatally injured and the airplane was destroyed. The airplane was registered to and operated by a private individual under 14 CFR Part 91 as a personal flight. Night instrument meteorological conditions existed at the time. The flight departed at about 1535 from South Arkansas Regional Airport (ELD), El Dorado, Arkansas, destined for Mesquite Metro Airport (HQZ), Mesquite, Texas.
At 1708, after descending into the HQZ area, the pilot received vectors from air traffic control for the RNAV (GPS) RWY 35 approach but flew through the final approach course. After a vector to rejoin, he flew through again. The controller queried the pilot, who responded he was "busy flying the airplane." At 1712, vectors for a second GPS approach were given; by 1714, the controller noted he had flown through final again, with no acknowledgment. After termination, the pilot requested to fly the full GPS approach starting from outside the initial approach fix (YEAGR).
At 1723, the controller informed the pilot he was abeam YEAGR and asked about fuel status; the pilot reported eight hours. The controller instructed him to proceed direct to YEAGR and fly the procedure turn approach. At 1735, while on final inside the final approach fix (IKUSE), the pilot was directed to go-around after the controller noticed S-turns. Multiple climb instructions to 2,000 ft msl were not acknowledged until 1738, when the pilot agreed to fly an ILS approach to Runway 17, the fourth attempt. At 1744, the controller cleared him for the ILS approach; at 1746, the pilot was advised he was flying through the final approach course, with no response. The controller canceled the clearance and suggested VMC airports.
The pilot requested to fly to YEAGR for another GPS approach. He declined the offer to talk to another pilot-controller, stating he wanted the "full GPS approach, with no shortcuts." At 1752, the controller cleared him to YEAGR; at 1808, cleared for RNAV GPS Runway 35 approach. At 1809, the controller asked if he was turning off-course; at 1810, the pilot requested a vector and the approach was canceled.
The pilot requested vectors for another GPS approach. At 1814, cleared for the sixth approach (RNAV GPS Runway 35). The pilot acknowledged and stated he was "getting tired of flying this airplane." When asked if he wanted to try a VMC airport, he replied he wanted to continue attempting to land at HQZ and "keep working until we get it." At 1816, after noticing a descending right turn, the controller instructed to climb to 2,000 ft and issued a low altitude alert. The pilot did not respond, and the airplane entered a rapid descent until terrain impact.
Personnel Information
The pilot, age 73, held a commercial pilot certificate with airplane single-engine land, multi-engine land, and instrument ratings. On April 22, 2014, he was issued a special issuance Class 3 medical certificate requiring corrective lenses for near vision, not valid after one year. At the exam, he reported 5,100 total flight hours, with 40 hours in the last six months. On August 21, 2014, he accomplished an instrument proficiency check in the accident airplane. Night flight experience was not recorded in his most recent logbook.
His medical history included treated hypertension (since 1995) and type 2 diabetes (since 1998), complicated by mild diabetic neuropathy (2002, not mentioned thereafter). He also had bilateral diabetic retinopathy requiring laser photocoagulation, bilateral cataracts (right greater than left), and diabetic papillopathy in the left eye. In April 2014, laboratory evidence showed worsening renal function, but he did not follow up. At his last FAA medical exam, he reported using metformin, pioglitazone, valsartan, hydrochlorothiazide, and nebivolol.
According to his wife, the pilot had difficulty with night vision and depth perception, avoided flying at night, and had struck objects while maneuvering his car in a parking garage in the months prior.
Aircraft Information
The 1967 Beech V35A, N555SF, was equipped with a Continental IO-520BA engine (serial number 814377-R). The last annual inspection was on February 14, 2013, with 6,115 total airframe hours and 626 hours since engine overhaul. Since 2009, it had a Garmin G-600 Integrated Flight Display, King KFC-200 autopilot, dual Garmin GNS-430W GPS/comm, and Garmin GDL-69A XM radio/weather receiver. On September 16, 2013, a Garmin GDL-88 ADS-B transceiver was installed.
Meteorological Information
At 1825, the weather station at HQZ (8 miles north) reported wind 020° at 4 knots, visibility 4 miles, mist, overcast at 600 ft agl, temperature 8°C, dew point 7°C, altimeter 30.16. Sunset was at 1723. At 1520, the pilot received a weather briefing via ForeFlight.com containing standard text information. An AIRMET valid at the accident time forecast IFR conditions with ceilings below 1,000 ft agl and visibility below 3 miles in precipitation and mist.
Wreckage and Impact Information
The airplane impacted terrain in a nose low, right wing down attitude. The engine struck the ground 28 feet beyond initial impact, creating a 4 ft deep crater. The aircraft tumbled and separated into multiple pieces; the fuselage came to rest 110 feet beyond initial impact.
Flight control cable continuity for elevator and rudder was confirmed from tail surfaces to forward carry through spar. Aileron cable continuity was confirmed from forward carry through spar to wing bellcranks; one right aileron cable had separated in tension overload. Damage prevented examination of the remainder.
The primary digital flight display and line replaceable units were fractured. Face plates of two analog altimeters displayed correct settings. The standby attitude indicator gyro rotor exhibited rotation scoring.
Three propeller blades remained attached to the hub inside the crater. One blade showed "S" type bending, the second was bent aft, and the third appeared straight. Impact damage to the engine included a breached crankcase; the crankshaft was broken, with the propeller flange attached to the separated hub. The induction system was destroyed, and the throttle body was broken. The throttle arm remained secured. All fuel tanks were breached; the fuel manifold diaphragm was intact, and the fuel screen was clear with no fuel found. Examination revealed no mechanical malfunctions or failures that would have precluded normal operation.
Additional Information
The airplane had two main (40 gallons each) and two tip (20 gallons each) fuel tanks. The refueling lineman added 16 gallons and could not visually sight fuel in either main tank, consistent with about 44 gallons or less on board. Engine monitor data indicated 44.4 gallons had been consumed at the time of the accident. A GPS performance analysis by the United States Air Force showed no loss or degradation of GPS signal in the accident area.
Medical and Pathological Information
An autopsy on December 19, 2014, by the Dallas County Institute of Forensic Sciences determined the cause of death as blunt force injuries. Toxicological tests by the FAA's Civil Aeromedical Institute were limited by the degree of injury; brain, heart, and kidneys were not available, and no blood, vitreous, or urine were available. Ethanol was identified in the liver but not in muscle. Diphenhydramine was identified in both liver and muscle. Diphenhydramine is a sedating antihistamine (Benadryl, Unisom) carrying a warning that it may impair mental and/or physical ability for hazardous tasks.
Tests and Research
Engine monitor data showed fuel flow of 27 gph (consistent with takeoff power) at several times during the flight. At 18:13:12, fuel flow dropped to an average of 7 gph, consistent with low power, for the duration of the recording.