History of Flight
On September 7, 2015, about 1203 eastern daylight time, a Beech A36, registration N36HT, was destroyed when it impacted terrain near Kernersville, North Carolina. The private pilot and the two passengers were fatally injured. The airplane was registered to Central Penn Aviation Academy Inc., Paxinos, Pennsylvania, and operated by the pilot. An instrument flight rules (IFR) flight plan was filed for the flight, which departed Sarasota-Bradenton International Airport (SRQ), Sarasota, Florida, about 0819, under 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions (IMC) prevailed at the time of the accident.
According to radar and voice communication data from the Federal Aviation Administration (FAA), the airplane was being radar vectored by air traffic control for the ILS runway 5R instrument approach to Piedmont Triad International Airport (GSO), Greensboro, North Carolina, following a previous unsuccessful ILS approach to the same runway.
Communications with air traffic control revealed the pilot experienced confusion about the assigned runway and later exhibited difficulty maintaining headings and altitude. The pilot reported going IMC and expressed disorientation. The controller provided no-gyro vectors after the pilot stated he could accept them. The pilot’s transmissions became strained, and a female voice in the background was heard saying, “Turn something off.” The controller attempted to guide the pilot to climb above clouds, but the airplane subsequently descended and impacted terrain.
Several witnesses observed the airplane maneuvering erratically, including sharp banks, swaying wings, and spiraling descent before impact. One witness described the engine sound as revving and slowing, then a loud pop. The airplane came to rest upright about 6 miles southeast of GSO, in an area adjacent to an active rock quarry. A post-impact fire consumed much of the cockpit, fuselage, and wings.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His last FAA third-class medical was issued on April 17, 2014, at which time he reported 750 total flight hours. The pilot’s most recent logbook was not recovered, and his overall flight experience and currency were not confirmed.
According to a friend who accompanied the pilot on a flight to Florida earlier, the pilot had recently purchased the Beech A36 and had about 6 hours of flight time in it before the accident flight. The airplane was equipped with a Garmin 530/430 GPS, autopilot, and flight director, which were new to the pilot. The friend noted that the pilot had significant instrument experience in a Piper PA-28-180 but without advanced avionics. The pilot’s primary flight instructor stated that the pilot had over 800 total hours and substantial IFR experience in a Piper. The instructor gave the pilot a complex checkout in the accident airplane on September 2, 2015, which included Garmin 530 training in VFR conditions. The instructor advised the pilot not to fly in actual IFR conditions until gaining more experience.
Aircraft Information
The six-seat, low-wing, single-engine airplane was equipped with a six-cylinder, horizontally opposed, fuel-injected 285-horsepower Continental IO-520-BB engine driving a three-bladed McCauley propeller. The last annual inspection was conducted on March 6, 2015, at an airframe total time of 3,743 hours. The engine had accrued 326 hours since factory rebuild.
Meteorological Information
Weather reported at GSO at 1154 included wind from 090 degrees at 6 knots, visibility 10 statute miles, ceiling 1,100 feet overcast, temperature 23°C, dewpoint 21°C, and altimeter setting 30.19 inHg. The pilot received two weather briefings through the automated flight service station. The briefings included information about convective SIGMETs, AIRMETs for IFR conditions, and thunderstorms approaching the departure area.
Communications
Interviews with controllers revealed that the south-radar controller found it unusual that the pilot was confused about the assigned runway. The west-radar controller described the situation as a “priority” but not an emergency. He provided no-gyro vectors even though he was not familiar with standard rate turns. The front line manager stated he was familiar with proper procedures but had not used them in many years. FAA Order JO 7110.65U provides guidance for controllers to handle situations as emergencies when doubt exists.
Wreckage and Impact
Postaccident examination showed the airplane impacted terrain with little forward movement, consistent with a steep nose-down attitude. The nose was buried about 12 inches deep. Flight control continuity was established. Flaps and landing gear were retracted. The engine sustained extensive impact damage; the crankshaft was bent and could not be rotated. The propeller blades exhibited bending, twisting, and leading edge scoring. The throttle body valve was found in the full-open position, but witness marks indicated the throttle valve was near closed (idle) at impact. No mechanical anomalies were identified in the fuel pump or oil pump.