History of Flight
On September 10, 2022, about 1237 eastern daylight time, a Beech BE-55, N3670D, was substantially damaged when it impacted Lake Hartwell near Hartwell, Georgia. The private pilot received fatal injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
According to family, the pilot departed from Florida to attend an event in Georgia. ADS-B data showed the airplane left Punta Gorda Airport (PGD) around 0941, flew northwest at 10,500 ft mean sea level (msl), then descended to 9,500 ft msl en route to Anderson Regional Airport (AND) for about 1 hour 50 minutes. Air traffic control (ATC) cleared the pilot for an RNAV approach to runway 5 and instructed him to switch to the common traffic advisory frequency.
At 1211, the pilot executed a missed approach and requested another RNAV approach. The controller issued instructions, but the pilot began descending and maneuvering without joining the final approach course. The controller offered assistance, but the pilot declined, stating he needed to “get reset.” The controller instructed the pilot to hold 4,000 ft msl and fly a heading of 090°, but the pilot turned to 270°. When asked about autopilot or gyro trouble, the pilot replied, “I think the gyro might be an issue here.” The controller offered an ILS approach to runway 5, which the pilot accepted. At 1230, the pilot reported a heading of 120°, but the controller observed 100°. The controller cleared the pilot for the approach and directed a right turn to 310°, but the pilot did not intercept the localizer. The controller then instructed him to stop the turn and maintain 3,000 ft msl. No further communications were received.
ADS-B data indicated at 1235 the airplane was at 3,975 ft msl, then began a right turn, completing two right turns while descending to 1,900 ft. It briefly climbed to 2,750 ft msl and started a left turn. The last data point at 1237 showed the airplane descending through 1,825 ft msl, about 1,165 ft above ground level. The airplane struck Lake Hartwell about 9 nautical miles south of AND.
Meteorological Information
Observations from Anderson Regional Airport, located 10 miles northeast and at 780 ft elevation, reported ceilings between 800 ft and 1,000 ft above ground level around the accident time, with light rain and mist. A model sounding near the accident site identified a saturated environment and clouds between about 1,500 ft and 5,200 ft. Winds at 3,000 ft were from the east at about 15 knots. Weather radar showed light precipitation at the accident location. Satellite imagery indicated clouds across the region with cloud top heights near 8,000 ft. There was no record of the pilot accessing weather briefing services.
Aircraft and Wreckage Examination
The airplane was recovered five days after the accident. The fuselage was intact with upward crushing on the bottom; both wings and horizontal stabilizers were pushed upward. Flight control continuity was established. Propellers remained attached to the crankshaft flanges with minor scratches. Flap actuators were retracted, and the landing gear was up. The instrument panel was intact. The tachometer read 3,693.0 hours. The left ignition was in the RIGHT position, the right in LEFT. The left fuel selector was LEFT; the right selector was out of position. Throttle, mixtures, and propeller controls were mid-position. The heading aid indicated 174°. A Garmin G5 and King KFC 200 autopilot were installed; the HDG/GPS switch was in HDG.
Both engines were partially separated but manually rotated with internal geartrain continuity and thumb compression on all cylinders. Oil sump pans were crushed upward; oil filters and screens were free of debris. Magnetos produced spark on all leads. Spark plugs were light grey and normal. Cylinders showed no anomalies via borescope. Engine-driven vacuum pump drive shafts were intact and expelled air.
A Garmin GTN 750 was recovered; its SD card contained only navigational data. A J.P. Instruments EDM-790 recorded the event flight (3 hours 7 minutes). Data showed GPS altitude, position, and ground speed. Takeoff occurred about 09:40. The aircraft descended to about 2,500 ft during initial approach, climbed to 3,000 ft, descended to 1,600 ft, climbed to 4,000 ft, then began a final descent at 12:35:45, ending at 12:37:05. No engine abnormalities were noted.
A KI 256 attitude indicator, KH 102A directional gyro, and KI 525A HSI were examined. All were impact damaged; functional testing was precluded. Gyro capsules rotated smoothly but contained water and corrosion. No preimpact anomalies were observed.
Medical and Pathological Information
The Georgia Bureau of Investigation performed an autopsy. The cause of death was multiple blunt impact injuries; the manner was accident. No significant natural disease was identified. Postmortem toxicology by the FAA identified ethanol at 0.045 g/dL in cavity blood, but not in urine. N-propanol was detected at low levels in cavity blood but not in urine. Ethanol can impair performance; FAA regulations prohibit flying with a blood ethanol level of 0.04 g/dL or greater. However, ethanol and n-propanol can also be produced postmortem by microbial activity.