History of Flight
On July 28, 2020, about 1901 central daylight time, a Beech F33A, registration N3156W, was substantially damaged when it crashed in Malbis, Alabama. The private pilot and the passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Family members reported that the pilot's original plan was to return home to the Northwest Alabama Regional Airport (MSL) in Muscle Shoals, Alabama, on either July 29 or July 30, depending on the weather. The pilot had a business meeting scheduled for July 29.
At 1615, the pilot called flight service for a weather briefing. The pilot inquired about the weather for his route from Jack Edwards National Airport (JKA) in Gulf Shores, Alabama, to MSL, for both that afternoon and the following day. The briefer advised that thunderstorms, rain showers, low ceilings, and reduced visibility were expected, and that visual flight rules (VFR) flight was not recommended. The pilot expressed confidence in flying VFR that afternoon if he could avoid precipitation.
A customer service representative at a fixed base operator (FBO) at JKA reported that the pilot and his wife arrived around 1630 or 1700 and spent about an hour checking weather. The pilot called a family member at 1800, uncertain whether he could depart, but later called again about 15-20 minutes later, stating they had a window and were leaving.
According to ATC radar data, the airplane departed JKA about 1845 and flew north. The pilot contacted Pensacola approach control for VFR flight following, intending an altitude of 3,000 ft. At 1854, the airplane turned left about 90° and descended from 3,200 ft to 2,500 ft. A witness nearby reported hearing a small airplane and described the engine sound as similar to a crop duster diving, but cloud cover was thick. The airplane then sounded as if it recovered and flew away.
At 1854:17, the air traffic controller asked the pilot if he needed help with a weather cell; the pilot did not respond. The controller advised that continuing westbound for 10 miles would clear the weather. The pilot eventually responded that he was trying to get through clouds. The airplane's track became erratic, with a decreasing radius 360° turn to the left, fluctuations in altitude, and varying groundspeed. At 1900:23, the pilot transmitted a partial callsign, and no further communications were received. The last radar position was at 1900:47.
Meteorological Information
The 1855 weather report at HL Sonny Callahan Airport (CQF) in Fairhope, Alabama, about 18 nautical miles southwest of the accident site, included overcast skies at 1,200 ft, visibility ½ statute mile, heavy rain, temperature 23°C, dewpoint 22°C, and wind calm. Weather radar at 1857 showed the airplane's track entering increasing levels of reflectivity.
Upper air sounding data indicated the possibility of clouds from 1,500 through 14,000 ft msl and low-level windshear between the surface and 1,500 ft msl. Infrared satellite data indicated cloud tops near 41,000 ft msl. A radar scan at 1903:52 showed moderate to very heavy rain at the accident site.
Weather forecast data valid at 1900 included a convective SIGMET warning of instrument meteorological conditions, heavy precipitation, and severe turbulence. Graphical Forecasts for Aviation indicated a 30-60% chance of rain showers and a 30-50% chance of thunderstorm activity along the route.
Aircraft Information
According to FAA airworthiness records, the airplane was equipped with electronic primary and multifunction displays, including a synthetic vision function on the primary flight display.
Wreckage and Impact Information
An FAA inspector examined the accident site. The airplane struck trees, impacted a field, and came to rest upright at the end of a 215 ft debris path. All major components were in the vicinity. Most of the fuselage above and forward of the wings was consumed by a post-impact fire. Both wings exhibited leading edge crush damage. The wing center section, areas near both wing roots, and the right-wing leading edge sustained significant fire damage. The empennage was largely intact.
The engine was completely separated from the fuselage, found 40 ft southwest of the main wreckage. It sustained impact damage but was largely intact with no fire damage. Flight control continuity was confirmed. All three propeller blades exhibited leading edge damage and twisting near their tips. Engine examination revealed no anomalies except the left magneto would not produce spark on any lead when tested.
Additional Information
The FAA Civil Aeromedical Institute defines spatial disorientation as a loss of proper bearings or mental confusion as to position, location, or movement relative to the earth. Factors contributing to spatial disorientation include changes in acceleration, flight in instrument meteorological conditions, and frequent transfer between VFR and IFR conditions. The FAA's Airplane Flying Handbook notes that the vestibular sense can confuse the pilot, generating false sensations that may lead to spatial disorientation when the ground or horizon is obscured.