History of Flight
On March 25, 2018, about 2137 central daylight time, a Beech V35A, registration N7019N, was destroyed when it impacted terrain near Hydro, Oklahoma. The commercial pilot and passenger were fatally injured. The airplane was owned and operated by the pilot under 14 CFR Part 91 as a personal flight. Night instrument meteorological conditions prevailed, and no flight plan was filed. The flight departed from Odessa Airport-Schlemeyer Field (ODO), Odessa, Texas, about 1947, destined for El Reno Regional Airport (RQO), El Reno, Oklahoma.
The pilot and passenger had departed RQO earlier and arrived at ODO about 1345. A line technician reported that the pilot asked for weather radar and satellite information to be displayed, expressing concern about clouds. At 1806, the pilot called Leidos Flight Service for a weather briefing, stating he planned a VFR flight in about 30 minutes. The briefer informed him of multiple AIRMETs, including IFR conditions at the destination, and asked if he could go IFR. The pilot said he could if needed.
The pilot requested VFR flight following after departure. About 2120, he checked in with Oklahoma City Approach. At 2125, the controller asked if he had RQO in sight; the pilot said no and was trying to get underneath clouds. The controller suggested Hinton Municipal Airport (2O8). The pilot acknowledged and began navigating there. At 2128, the controller said Hinton was 3 miles ahead, but the pilot responded he was still in clouds and heading west to get underneath. At 2129, the controller instructed him to contact Fort Worth Center; the pilot did not respond. After several attempts, at 2132 the pilot said he was trying to climb out of clouds and see clear above. The controller provided RQO weather (800 ft overcast, 7 miles visibility). The pilot switched to Fort Worth Center at 2133, reporting at 3,500 ft and stating he was VFR on top, intending to go west and slide underneath. At 2138, radar contact was lost; the pilot did not respond to further calls.
Radar data showed the airplane turned west near Hinton, then southwest. At 2134, it was about 7 miles south of Hydro at 3,850 ft msl. It then entered two left descending 360° spiral turns, leveling off at 2,200 ft, then flew north for 20 seconds. The last radar target at 2137 showed the airplane at 2,125 ft msl on a heading of 033° at 157 knots groundspeed, about 1/4 mile southwest of the accident site. A witness reported seeing a steady red and white light pass over his car, then a bright yellow glow.
Pilot Information
The pilot held a commercial pilot certificate with single- and multi-engine land and instrument ratings. He was issued a second-class medical certificate on January 18, 2018, reporting 4,500 total hours and 2 hours in the previous 6 months. His logbook showed 2,580.5 hours between 1994 and 2011, a flight review on September 2, 2016, and an instrument proficiency check on December 27, 2001. Another logbook for the accident airplane recorded 55.8 hours from February 27, 2016 to March 5, 2018, with 8.3 hours in the last 12 months. It noted one night landing on September 3, 2016, two on February 27, 2016, and two instrument approaches in September 2017. No record of recent night or instrument currency.
Aircraft and Maintenance
The Beech V35A, built in 1967, was a single-engine, low-wing airplane with a Continental IO-520-BAcBB 285-horsepower engine and two 40-gallon fuel tanks. The most recent annual and 100-hour inspection was on December 21, 2017, at 3,361.17 airframe hours and 887.6 hours since major engine overhaul. A fuel receipt showed 25.3 gallons added at ODO, and the line technician filled to the highest visual tabs, corresponding to 64 gallons total and at least 4 hours endurance.
Weather Conditions
At 2135, Thomas P. Stafford Airport (OJA), 7 miles northwest, reported an overcast ceiling at 800 ft agl, wind from 120° at 11 knots gusting to 18 knots, 7 miles visibility, temperature 17°C, dew point 16°C. At RQO, 27 miles east, conditions were similar. Two airports about 35 miles southwest reported VFR conditions. Satellite imagery at 2137 showed low warm clouds in the area. Civil twilight ended at 2016; the moon was waxing gibbous with 62% illumination, but the witness reported the moon was not visible and the area was pitch black.
Wreckage and Examination
The main wreckage came to rest upright in a flat, open field on a heading of 060° at about 1,670 ft msl. There was extensive impact damage and a small postimpact fire. The engine separated and was found 220 ft forward. Flight control continuity was established. The landing gear and flaps were retracted. The fuel selector was on the right tank. Cockpit instruments were impact damaged; the attitude and heading indicators showed rotational scoring. The throttle and mixture were full forward, propeller control aft. Both front seats were separated; one lap belt was buckled but ripped, the other unbuckled and ripped. The airplane had no shoulder harnesses. Engine examination revealed no preimpact anomalies: valve train continuity, normal spark plug and cylinder signatures, fuel manifold clean, magnetos produced spark. The vacuum pump was impact damaged. Propeller blades showed S-bending, polishing, gouging, and twisting. No preimpact failure or malfunction was found.
Additional Information
The autopsy determined the pilot's cause of death as multiple trauma. Toxicological testing was negative for volatiles and drugs. The FAA Civil Aeromedical Institute defines spatial disorientation as a loss of bearings or mental confusion due to factors like flight in IMC and unperceived attitude changes. The report also references night and instrument currency requirements under 14 CFR 61.57, noting the pilot lacked recent night takeoffs and landings and an instrument proficiency check within the preceding six calendar months.