History of Flight
On February 16, 2017, at about 1852 eastern standard time, a Beech A45, registration N3434G, collided with trees and terrain while on final approach for landing at Anderson Airport (GE21), Climax, Georgia. The private pilot was fatally injured, and the airplane was substantially damaged. The airplane was privately owned and operated by the pilot under Part 91. Night visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which originated about 1840.
A friend of the pilot reported that the accident flight was the pilot's first flight in the airplane since the completion of an annual inspection on February 9, 2017. The friend had flown the airplane from Florida to Georgia immediately after the inspection and reported no mechanical anomalies during that flight. According to the friend, 2.2 hours of flight time had accrued from the completion of the inspection to the beginning of the accident flight. The airplane's Hobbs meter indicated the accident flight lasted about 12 minutes.
A neighbor reported hearing the airplane before the crash, stating that the engine made a "sputtering" sound before impact, but did not "backfire."
Aircraft Information
The single-engine, low-wing, tandem-cockpit airplane incorporated retractable tricycle landing gear. It was equipped with a Continental IO-470-KCN reciprocating engine rated at 260 horsepower. Maintenance logbooks showed that the engine had accumulated about 1,021 hours since its last major overhaul in 1983. The airplane, stored outside on the pilot's property, had been operated a total of 40 hours during the 11 years before the accident.
Meteorological Information
Decatur County Industrial Airpark (BGE), Bainbridge, Georgia, about 13 miles west of the accident site, reported at 1855: calm wind, 10 statute miles visibility, sky clear, temperature 12°C, dew point 3°C, and altimeter setting 30.04 inches of mercury. Sunset in Climax occurred at 1827, and the end of civil twilight was at 1851.
Wreckage and Impact
The airplane came to rest inverted on the approach end of runway 18, an unlit grass runway on the pilot's personal property. Oak and pine trees were located at the northern boundary of the runway. The airplane was traveling on a southerly heading and collided with two oak trees before contacting the ground. The tail cone remained lodged in one tree, and numerous broken tree limbs were found nearby. The distance from initial tree impact to the main wreckage was 109 feet.
All structure and components were accounted for. The landing gear were extended; wing flaps were retracted. Flight control continuity was confirmed from ailerons, elevator, and rudder to the cockpit. The cockpit fuel selector handle was in the right tank position.
The right wing was crushed and buckled; its 25-gallon bladder fuel tank was ruptured and contained no fuel or fuel residue. The fuel filler cap was installed and secure. All fuel lines and vents were unobstructed. The left wing exhibited impact damage at the leading edge of the wingtip. The left fuel tank was intact, and fuel dripped from the cap while the airplane was inverted. After recovery, about 11 gallons of blue-colored fuel were recovered from the left tank, with no water or contaminants.
The left horizontal stabilizer and elevator were damaged outboard of station 15; the right stabilizer and elevator were undamaged. The vertical stabilizer and rudder sustained ground impact damage at the upper tips.
Engine Examination
The engine was removed from the airframe for examination. All four engine mounts were broken, and the crankcase and crankshaft were intact. All six cylinders had varying impact damage. The two-blade propeller was undamaged with no bending or twisting; the spinner showed no rotational damage. Internal continuity was confirmed through manual rotation, with compression and suction on all cylinders and correct valve action. Accessory drive gears rotated normally.
Both magnetos were attached and produced spark at all posts in correct order; impulse couplings operated. Spark plugs were medium gray with minimal wear; Nos. 2 and 4 bottom plugs were oil-soaked. All 12 plugs produced spark.
The fuel pump remained attached but its inlet AN fitting was broken free. The pump drive was intact; during removal, the fuel pump outlet AN "B" nut was found not tight. The fuel pump was capable of pumping fuel when tested.
The throttle and metering unit remained attached and was undamaged. The rubber coupling attaching the throttle body to the induction Y-tube exhibited dry rot. The throttle and metering unit outlet AN "B" nut was less than finger tight; fuel leaked from it when the manifold valve cap was opened. Compressed air passed through the inlet line showed bubbles and fuel at the outlet fitting; mixture and throttle controls modulated air flow. The fuel outlet B-nut was removed by hand; no damage was noted.
The fuel manifold valve cap screws were not safety wired, and the data plate was missing. When disassembled, fuel drained from the valve and line. The diaphragm was undamaged, and internal components and screen were clear. All six fuel nozzles were clear. The oil screen was properly safety-wired and free of metallic particles.
Medical and Pathological Information
An autopsy performed by the Georgia Bureau of Investigation determined the cause of death was multiple blunt force trauma, and the manner was accident. Toxicology testing by the FAA Bioaeronautical Sciences Research Laboratory was negative for carbon monoxide, ethanol, and a wide range of drugs, including major drugs of abuse.