History of Flight
On December 10, 2021, about 1651 eastern standard time, a Beech V35, N5704V, was substantially damaged when it was involved in an accident near Crab Orchard, Kentucky. The private pilot and one passenger were fatally injured. The airplane was operating as a Title 14 Code of Federal Regulations Part 91 personal flight. The visual flight rules cross-country flight originated at Okeechobee County Airport (OBE), Okeechobee, Florida, on the morning of the accident with intermediate stops at Flagler Executive Airport (FIN), Palm Coast, Florida, and Baxley Municipal Airport (BHC), Baxley, Georgia. The pilot purchased 46 gallons of 100LL aviation fuel at OBE, and the passenger purchased 25 gallons of fuel at BHC. Both fuel purchases were from self-service pumps. The accident flight departed BHC about 1426, destined for Stuart Powell Field Airport (DVK), Danville, Kentucky, the pilot’s home airport. According to ADS-B data, after departing BHC, the airplane climbed to about 9,500 ft pressure altitude, then to about 10,500 ft. It remained near 10,500 ft until about 1532, when it descended briefly to about 8,500 ft, then climbed back to 10,500 ft. About 1603, the airplane descended out of 10,500 ft and continued to about 2,000 ft. At 1639:32, there was a loss of ADS-B data lasting about 6 minutes 46 seconds. After ADS-B targets resumed, the flight approached the area about 14 nautical miles southeast of DVK at an altitude of 300 to 400 ft above ground level. The airplane then proceeded north for about 1 mile and began a left 270° turn to the east, followed by a right turn until heading north. The airplane then pitched up, gaining about 500 ft of altitude, as it approached rapidly rising terrain. The last two data points indicated a descent, and the last data point was located about 275 ft south of the accident site. A witness reported hearing the airplane engine “very loud, getting louder, and running at high speed” with no interruption until the sound of ground impact.
Personnel Information
The pilot did not possess an instrument rating. In his pilot logbook, he logged two flights in April 2021 where he noted “Practice – Instruments.” These flights did not include logged instrument approaches or simulated instrument time, and there was no documentation that a flight instructor was on board.
Aircraft Information
The airframe and engine logbooks were not located after the accident. Documentation of the latest annual inspection was obtained from the mechanic who provided the services. The pilot’s family reported that the pilot kept the maintenance logbooks in his hangar, which was destroyed by a tornado during the early morning hours after the accident. The maintenance records pertaining to the engine-driven vacuum pump were not located. The manufacturer of the pump reported that the pump style installed on the aircraft had not been manufactured by them in over 20 years. A sticker on the pump stated “FAA Approved Overhaul” but did not list an overhaul facility. The rotor hub had “FAA-PMA” etched on it.
Meteorological Information
At the time of the accident, there was a low-pressure system over North Carolina with a warm front extending through several states, including Kentucky, positioned immediately west of the accident site. Several stations in Kentucky, east of the warm front, reported visibility restrictions in fog, mist, and light rain. The weather conditions at DVK included low instrument flight rules (LIFR) conditions about 16 minutes before the accident and instrument flight rules (IFR) conditions about 4 minutes after the accident. During this time, the ceiling varied between 300 and 500 ft overcast. According to Leidos Flight Services, there was no contact with the airplane on the day of the accident. The pilot had an account with ForeFlight but did not file a flight plan for the day of the accident, and no weather imagery was accessed through ForeFlight before the accident flight.
Wreckage and Impact Information
The accident site was in heavily-wooded terrain that was rising in the direction of the destination. The elevation of the accident site was about 1,154 ft. There was a peak elevation of about 1,302 ft, about 975 ft west-northwest of the accident site. Initial examination revealed that all major structural components of the airplane were accounted for at the scene. The damage and wreckage distribution were consistent with the airplane striking the top of a 50-ft-tall oak tree before colliding with terrain. The measured descent angle from the tree breaks to the initial impact crater was about 75° nose down. There was no fire. The fuselage, aft of the entry door, was intact and exhibited buckling signatures. The cabin, at and forward of the entry door, was opened and exposed by impact forces. Both wings were intact with forward-to-aft crushing signatures. Control continuity was confirmed for ailerons, ruddervators, and flaps. The flaps were extended about 2 inches (0°-5°). The ruddervator trim actuator was extended about 1 inch (5° tab up). Both fuel tanks were compromised; only residual fuel remained. The fuel strainer screen and bowl were clear. The fuel selector handle and valve were in the “RIGHT” tank positions. The fuel boost pump was in the “OFF” position. All landing gear were retracted; the landing gear selector was in the “UP” position. The throttle, mixture, and propeller controls were in the full forward positions. The engine mount was fractured; the engine remained partially attached. The propeller remained attached; all three blades were bent aft, two with “s” bending. The engine crankshaft was turned manually; compression and suction were observed on all six cylinders, valve movement was correct. The engine-driven fuel pump drive shaft was intact; the fuel control inlet screen was clean. All six fuel injectors were unobstructed. Both magnetos produced spark. The engine-driven vacuum pump drive coupling was found fractured. Examination revealed a torsion overstress fracture. One of the two screws attaching the inlet cover plate to the stator housing was missing, and the stator housing and inlet cover plate were visibly offset. The airplane was equipped with a Precise Flight, Inc. standby vacuum system (SVS). The SVS control knob was found in the OFF position. The attitude gyro was disassembled; no rotational scoring signatures were observed.
Medical and Pathological Information
According to the Office of the State Medical Examiner, Frankfort, Kentucky, autopsy report, the cause of death of the pilot was extensive blunt force injuries, and the manner of death was accident. Toxicology testing detected dextromethorphan in the liver and its metabolite dextrorphan in the liver and muscle. Dextromethorphan is a non-sedating, over-the-counter cough suppressant.