History of Flight
On November 19, 2015, about 1544 eastern standard time, a Beech F33A, N9318Q, struck the Titicus Reservoir near North Salem, New York, during an approach to Danbury Municipal Airport (DXR), Danbury, Connecticut. The private pilot and passenger were fatally injured. The airplane was registered to the pilot and operated as a personal flight under 14 CFR Part 91. Instrument meteorological conditions prevailed at the airport. The flight had originated from Mid-Ohio Valley Regional Airport (PKB), Parkersburg, West Virginia, about 1325.
The flight earlier departed Tunica Municipal Airport (UTA), Mississippi. Before departing UTA, the pilot obtained a full weather briefing from a flight service station for the entire route to DXR with an intermediate stop at PKB. After refueling at PKB with 70.6 gallons of 100LL fuel, the pilot departed for DXR.
Air traffic control communications showed the pilot was vectored to and cleared for the LOC RWY 8 approach into DXR. He informed the controller he was aware of IMC at DXR. At 1539:13, he acknowledged the clearance. About two minutes later, the controller observed the airplane in a descending right turn away from the airport and asked if he was established on the approach. The pilot did not respond. The controller made several attempts but received no reply.
Radar data indicated the airplane descended to 1,500 ft with a ground speed of 160 knots, then climbed to 2,400 ft on a westerly track, slowing to 120 knots. Seconds later, it descended to 2,000 ft at 90 knots before radar data ended. Initial search was postponed due to poor weather; debris were located the next day on the shoreline of the reservoir, about 8 miles southwest of the airport.
A witness, a certificated pilot, observed the airplane flying "too high" and making turns inconsistent with an approach. She did not see the crash and contacted authorities after learning of the accident.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical was issued on May 19, 2015, reporting 1,940 total flight hours, with 25 hours in the preceding 6 months. His logbooks were not recovered, so a complete history of his flight experience and currency was not obtained.
Meteorological Information
The weather report at DXR at 1553 recorded wind from 140 degrees at 6 knots, visibility 1.25 miles, light rain, mist, overcast ceiling at 900 ft, temperature 14°C, dewpoint 12°C, and barometric pressure 30.09 in Hg, with remarks that the ceiling was variable between 600 and 1,200 ft.
Wreckage and Impact Information
The airplane struck the reservoir and fragmented into several sections, scattered over hundreds of yards in cold, murky water. About 90% of the wreckage was recovered after an extensive underwater recovery. Examination revealed all major flight control surfaces were present, with no evidence of in-flight breakup or fire. The flaps remained attached, but their actuator and cables were missing. The lower left wing bath-tub fitting was not found. Flight control continuity was established for the elevator and rudder to the cockpit area.
The fuel selector was positioned to the right fuel tank, with some fuel remaining. The fuel gascolator was not recovered. Both fuel tip tanks ruptured on impact.
Only a partial cockpit panel was recovered. The throttle, mixture, and propeller controls were in the full forward position. The landing gear handle was in the up/locked position.
Both the engine and propeller were recovered. Engine cylinders were attached, but the oil pan was torn off. Top spark plugs showed normal wear. All but the No. 4 fuel injector were removed and filled with water and dirt. The fuel pump was intact but could not be rotated; disassembly revealed sediment and corrosion. The fuel manifold screen and chamber contained a large amount of sediment. The magnetos had separated and would not rotate due to water damage; no anomalies were found internally. The throttle body butterfly valve was full open; the mixture arm moved freely and the screen was clean.
The vacuum pump exhibited sediment and corrosion; two vanes were locked due to corrosion, but all vanes were undamaged. The engine could not be rotated due to rust and water contamination. A borescope inspection of the cylinders showed no anomalies.
The three propeller blades were loose in the hub; one blade was curled forward with the tip separated, another bent aft with a gouge near the tip, and the third bent aft with polishing and tip damage. The spinner was crushed around the hub.
No mechanical deficiencies were observed that would have precluded normal operation.
Medical and Pathological Information
An autopsy was performed by the Westchester County Department of Laboratories and Research. Toxicological testing by the FAA's Civil Aerospace Medical Institute was negative for volatiles or drugs.