History of Flight
On May 12, 2017, about 1152 central daylight time, a Beech A36TC, N1804E, impacted trees and terrain near Hopkinsville, Kentucky. The private pilot and the passenger were fatally injured, and the airplane was destroyed. The airplane was owned by Cremair LLC and operated by the pilot under Title 14 Code of Federal Regulations Part 91. Instrument meteorological conditions (IMC) prevailed, and the flight was receiving VFR flight following from air traffic control. The flight originated about 0942 from Davenport Municipal Airport, Iowa, and was destined for Northwest Alabama Regional Airport, Muscle Shoals, Alabama.
According to ATC audio and radar data, after takeoff the airplane climbed to about 5,550 ft msl, then later to 7,500 ft msl. The heading changed several times. At about 1141, while descending southwest of Madisonville, Kentucky, the pilot was given the altimeter setting 29.84, which he read back correctly. The controller asked if he wanted to land; the pilot replied he was holding for weather. The controller suggested Outlaw Field Airport, Clarksville, Tennessee. At about 1145, the pilot stated he needed to get down to see what they had. The controller provided the 1053 weather observation at CKV, including a ceiling of 1,100 ft agl. Radar data were unavailable from 1146 onward.
About 1148, the pilot discussed weather with the controller, who informed him of clearer conditions south. The pilot indicated he would climb to 3,500 ft msl, and the controller approved VFR climb and instructed a heading of 150°. About 1149, the controller noticed erratic maneuvering: a descending sharp left turn, then a climb to 2,100 ft msl and a turn back on course. At 1152, the track went into coast and dropped off radar. The controller could not re-establish contact.
A witness about 1.4 nm east of the accident site reported hearing a high-revving engine sound. He could not see the airplane due to clouds but the sound indicated a steep dive. He then saw the airplane beneath low overcast moving horizontally at high speed westbound. He heard impact 15-30 seconds later and reported the accident. He described the airplane as looking flat, and could not identify the type. He noted weather becoming worse but no thunder/lightning.
Personnel Information
The pilot, age 69, held a private pilot certificate with single-engine land rating issued September 20, 1997, and a third-class medical certificate with corrective lenses limitation issued March 1, 2017. His logbook (entries March 17, 1997, to April 25, 2017) showed 726.7 total hours, of which 19 hours were in the accident airplane in the last 90 days. Between December 1999 and April 8, 2016, he logged 16.4 hours actual instrument time (2.1 as PIC), with latest dated May 31, 2013. He logged 80.1 hours simulated instrument time between April 1997 and April 2000, and 1.6 additional hours in 2005 and 2009. His last flight review (14 CFR 61.56) occurred on October 24 or 25, 2015, in a Cessna 177, duration 2.5 hours.
Aircraft Information
The six-place, low-wing airplane, serial number EA-231, was manufactured in 1981. It was powered by a 300-horsepower Continental TSIO-520-UB(2) engine and a three-bladed Hartzell constant-speed propeller. It was equipped with a portable Garmin GPS, a JPI EDM 700 engine data monitor, and an Appareo Stratus 2S ADS-B receiver (compatible with ForeFlight). All devices sustained extensive impact damage and no data could be recovered. The last annual inspection was completed April 4, 2017, at tachometer 3,182.57 hours; the accident tach time was 3,197.84 hours.
The manager/registered agent of the owner last flew on May 4, 2017, on two 20-30 minute flights. On the first, when leaning to lean of peak, the No. 5 cylinder reached peak EGT too soon and ran rough; but the engine ran fine full rich. On the second flight, leaning worked normally.
Meteorological Information
No record of a preflight weather briefing via Lockheed Martin Flight Service or DUATS. ForeFlight personnel reported no requested briefings on May 12; the pilot viewed extended convective forecast products on May 11 and 12. No other weather data (observations or forecasts) were accessed via ForeFlight. An AIRMET for IFR conditions in southwestern Kentucky and northern Tennessee was issued at 0945 and was valid at the accident time. A visible satellite image at 1215 showed extensive cloud cover with tops about 32,000 ft msl near the accident site. Fort Campbell WSR-88D radar showed the airplane flew through light precipitation (5-25 dBZ) during the last 5 minutes. Reflectivity values existed between 800 ft msl and 5,000 ft msl above the accident site. The freezing level was well above 10,000 ft. A special observation at 1153 at Campbell Army Airfield (16 nm south-southeast) reported wind 360° at 6 knots, visibility 10 miles, moderate drizzle, overcast ceiling 1,100 ft agl, temperature/dew point 18°C, altimeter 29.84 inHg.
Wreckage and Impact Information
The accident site was in a wooded area near a house. Tree damage indicated a steep vertical descent; the descent angle from tree contact to ground was about 53°. A ground scar from the left wing was oriented on magnetic heading 015°. Adjacent to it was a crater containing engine, airframe, landing gear, fuel tank bladder, left wingtip, and left elevator counterweight. Fuel blight was on nearby leaves. A 3.5-inch diameter tree trunk had a smooth 45° cut consistent with a rotating propeller. The main wreckage (fuselage, wing section, empennage) lay adjacent to the crater. No fire was present. Flight control continuity was confirmed except for cuts for recovery or tension overload. Elevator trim cables showed tension overload; trim tab actuators extended about 1 inch (10° tab up, nose down). Both wings were fragmented. Flap actuators extended about 2 inches (flaps retracted). Emergency locator transmitter was fragmented, switch off. Landing gear were retracted. Autopilot components had impact damage but no preimpact failure or malfunction.
The engine was inverted with severe impact damage. The crankshaft propeller flange was broken off but remained attached to the propeller. Examination of systems revealed no preimpact failure or malfunction. Spark plugs had normal coloration. The engine-driven fuel pump drive coupling was fractured; no preimpact anomalies. Two vacuum pumps were separated; both had fractured rotors and vanes. The turbocharger had compressor blade bending opposite rotation and rotational scoring on the turbine housing. The three-bladed propeller had two blades secured in the hub; the third was separated. One secured blade was fractured about 2/3 span with chordwise/spanwise scratches; the fractured piece had heavy gouges on the aft side. The other secured blade had a forward bend, leading edge gouge, and spanwise scratches. The separated blade had leading edge twist, aft bending, and multiple gouges.
Medical and Pathological Information
An autopsy performed by the Office of the Chief Medical Examiner, Louisville, Kentucky, listed the cause of death as blunt force injuries. Forensic toxicology by the FAA Bioaeronautical Sciences Research Laboratory detected no ethanol; testing for carbon monoxide and cyanide was not performed. Unquantified amounts of atenolol, atorvastatin, desipramine, imipramine, and valsartan were detected in liver and/or muscle. Doxylamine was quantified at 0.385 µg/ml in liver and 0.083 µg/ml in muscle. Imipramine is a tricyclic antidepressant with a warning about impairment. Doxylamine is a sedating antihistamine. The other medications are not generally considered impairing.
Additional Information
The FAA's General Aviation Safety Enhancement Fact Sheet on Spatial Disorientation notes that pilots under both VFR and IFR can experience spatial disorientation and optical illusions that may cause loss of aircraft control. When visibility is restricted, sensory conflicts can make it difficult to determine orientation. Various sensory stimuli (visual, vestibular, proprioceptive) can produce a sensory mismatch leading to illusions and spatial disorientation.