History of Flight
On May 18, 2015, at 1238 eastern daylight time, a Beech 95-B55 (T42A), registration N5816S, was destroyed after colliding with terrain near Saltville, Virginia. The commercial pilot and passenger were fatally injured. The airplane departed Spruce Creek Airport (7FL6) in Daytona Beach, Florida, at about 0920, destined for Mansfield Lahm Regional Airport (MFD) in Mansfield, Ohio. Instrument meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed.
At 1214, the pilot contacted Tri-Cities approach control (TRI) while cruising at about 9,000 feet mean sea level. The controller provided the altimeter setting. At 1220, the controller inquired about the on-course heading; the pilot responded 356 degrees. The controller advised of scattered weather areas ahead, and the pilot requested deviation east. The controller approved deviations and instructed to maintain 9,000 feet. At 1232, the controller switched the pilot to Indianapolis Air Route Traffic Control Center (ZID), which the pilot acknowledged. No further communications were received. Radar data showed an easterly deviation and gradual descent before the target disappeared. A search located the wreckage on May 19 in heavily wooded, mountainous terrain.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land, and instrument airplane. His most recent FAA second-class medical certificate was issued July 2, 2013. According to his logbook, he had accumulated 2,852.3 total flight hours, including 167 hours in the accident airplane make and model.
Aircraft Information
The airplane was manufactured in 1965. The maintenance logs were not recovered, but invoices from the maintainer indicated the most recent annual inspection was completed August 15, 2014, at 4,094.9 total airframe hours. The airplane was equipped with an EWR50 Weather Receiver capable of displaying XM Weather information.
Meteorological Information
At 1235, weather recorded at Tazewell County Airport, 8 nautical miles north of the accident site, included scattered layers at 2,900 and 3,600 feet, a broken ceiling at 8,000 feet, and 10 miles visibility. Wind was from 210 degrees at 5 knots. Temperature was 24°C, dew point 18°C, and altimeter 30.26 inches of mercury.
The pilot received two official weather briefings via DUATS and one via ForeFlight Mobile before departure. Briefing information included METARs, TAFs (mentioning thunderstorm activity possible by 1400 at the destination), AIRMETs for IFR and mountain obscuration, and Center Weather Advisories for low IFR conditions. The pilot reviewed Area Forecasts for North Carolina and points south but not for areas north of the North Carolina border. The area forecast for points north had forecast scattered to broken ceilings around 5,000 feet with scattered rain showers and thunderstorms developing as early as 1100 in some regions. At 1248, a SIGMET for thunderstorms was issued for the area.
An NTSB Weather Study indicated it was likely the airplane flew into a developing rain shower and updraft around the time of the accident. The study noted that the rain shower development was very recent, making it difficult for XM Weather or FIS-B NEXRAD data to detect.
Wreckage and Impact
The wreckage was examined at the accident site on Flat Top Mountain. Initial impact points were a tree and deep ground scar. The airplane fragmented, with debris contained within a 50- to 60-foot arc. Control continuity could not be established due to impact damage, but wing, flap, aileron, empennage, and stabilizer components were identified. Propeller blades exhibited twisting, bending, leading edge gouging, and chordwise scratching. One tree trunk had deep cuts with paint transfer matching propeller blade paint. Engines were severely damaged; cylinders were separated and scattered. No preimpact mechanical anomalies were found that would have precluded normal operation. Personal electronic devices were recovered but could not yield data due to damage.
Additional Information
The NTSB Safety Alerts SA-011 (Thunderstorm Encounters) and SA-017 (In-Cockpit NEXRAD Mosaic Imagery) were referenced in the investigation, highlighting responsibilities and limitations regarding weather avoidance and data latency.