History of Flight
On August 30, 2018, about 1030 central daylight time, a Beechcraft B60 airplane, N1876L, impacted terrain near Fort Walton Beach, Florida, during a planned approach to Destin Executive Airport (DTS), Destin, Florida. The commercial pilot and three passengers were fatally injured, and the airplane was destroyed. The flight was operated by Henry Leasing Company LLC under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed for the cross-country flight, which departed Toledo Executive Airport (TOL), Millbury, Ohio, about 0747.
Air traffic control communications indicate the pilot was in contact with the Eglin Air Force Base (AFB) approach controller. The approach controller contacted the DTS tower controller at 1028 to report an inbound IFR flight 12 miles northwest. As the airplane neared the destination, the pilot canceled the IFR clearance and proceeded under visual flight rules (VFR). At 1031, the approach controller advised the tower the airplane was operating VFR. The tower controller then asked the pilot for the airplane's position, and the pilot responded, "we're about 2 out for [runway] 1-4," which was the last communication.
GPS data from a portable onboard unit showed the airplane's track as it approached DTS. The last data point, at 1032, indicated an altitude of 489 ft and a ground speed of 118 knots. At 1033, the approach controller asked the tower if the airplane had Eglin AFB and DTS in sight; the tower replied the pilot reported being 2 miles out. The approach controller then stated the airplane was 200 ft over Eglin AFB. The tower attempted to contact the pilot, but the pilot did not respond. The wreckage was found in a remote wooded area about 8 miles northwest of DTS and 2.5 miles northwest of Destin-Fort Walton Beach Airport (VPS), Eglin AFB, Florida.
Meteorological Information
The convective outlook for the day indicated a slight risk of general airmass-type thunderstorms over the route and accident site. Weather observations at VPS from 0855 through 1023 reported lightning observed in the distance south when a thunderstorm was in the terminal area. As the thunderstorm passed over VPS between 1023 and 1039, marginal VFR conditions were reported, with remarks indicating visibility estimated at 2 miles in likely heavy rain showers to the north and northeast, and defined thunderstorm cells noted 2 miles east and 4 miles west moving northward. Restricted visibility was in the general direction of the accident site. No strong gusting wind was noted.
At DTS, lightning was also noted in the distance south and southwest from 0731 to the time of the accident. At accident time, a short period of marginal VFR conditions occurred due to ceilings broken at 1,500 ft above ground level. Light precipitation was reported after the accident, and no strong outflow wind or gusts were reported.
Wreckage and Impact Information
The airplane impacted trees, and the wreckage path was on about a 067° heading and 380 ft long. The nose cone was near the initial impact point, and the left-wing-tip fuel tank and right outboard wing were near the beginning of the wreckage path. The right horizontal stabilizer and elevator were fragmented and located along the path. A tree limb about 4 inches in diameter, cut by the airplane's impact, was also in the path. The airplane came to rest inverted. A postcrash fire consumed most of the cabin and inboard wing sections.
Control continuity was established from the elevator bellcranks to the swaged ends in the cabin and from the rudder control surface to the torque tubes. The landing gear and flap positions could not be determined due to impact damage.
Both engines sustained extensive impact and fire damage, with the right engine located to the right of the main wreckage and the left engine in front. All four magnetos were destroyed by fire and could not be tested. The top spark plugs were removed, and cylinders were examined with a borescope. The right engine fuel servo screen was clear of debris. The right engine turbocharger compressor would not rotate, but blades exhibited damage consistent with rotation during operation. The left engine turbocharger compressor could not be examined due to fire damage.
Both three-bladed propellers had separated and were found next to their engines. The blades exhibited twisting and impact damage.
Although examination of the airframe and engines was limited due to fire and impact damage, the parts examined revealed no preimpact abnormalities that would have precluded normal operation. A portable Garmin GPSMAP 496 unit was recovered and sent to the NTSB's Vehicle Recorder Laboratory for download of its nonvolatile memory; track log data were recovered for the accident flight.
Medical and Pathological Information
The Defense Health Agency, Armed Forces Medical Examiner System, conducted an autopsy on the pilot. The cause of death was multiple injuries. Toxicology testing identified carbon monoxide, cyanide, and ethanol in the pilot's blood specimens, and losartan in the pilot's blood and urine specimens. Losartan is a prescription medication used to treat high blood pressure; the pilot had previously reported this drug to the FAA.