N334DF

HISTORY OF FLIGHTOn August 23, 2014, at 1500 central daylight time, a Beech S35, N334DF, was destroyed during impact with terrain and a subsequent post-impact fire near Laurel Hill, Florida. The commercial pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which departed Bob Sikes Airport (CEW), Crestview, Florida, about 1450, and was destined for Florala Municipal Airport (0J4), Florala, Alabama. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91.

A friend of the pilot stated that the purpose of the flight was to relocate the airplane to 0J4, located about 19 miles northeast of CEW, where it could be stored in a hangar while the pilot traveled overseas. The pilot attempted to complete the flight the day prior to the accident, but upon arrival at the airport, he found that the airplane would not start. Attempts to jump-start the airplane were unsuccessful, and the pilot requested that a mechanic at the fixed-base operator troubleshoot and repair the airplane so that the flight could be completed the next day. The morning of the accident, the mechanic serviced the airplane's battery with fluid, placed it on a charger, and reinstalled it in the airplane. The mechanic then successfully started the engine and performed a run-up check.

A lineman reported that the pilot arrived at CEW between 1400 and 1430 on the day of the accident. He observed as the pilot boarded the airplane, started the engine, and taxied the airplane to the runway for takeoff. He heard the pilot perform a pre-takeoff engine run-up, which he described as unusually long, and stated that typically, the pilot would "hop in and go."

There was no record of the pilot having contacted air traffic control at any time during the accident flight. However, radar data from the Federal Aviation Administration showed a target correlated to be the accident airplane, depart CEW to the north about 1450 and climb to an altitude about 1,600 feet mean sea level. About 1451, the airplane began a left turn to the west and descended to an altitude of 900 feet as it conducted a 360-degree turn in the vicinity of his home. About 1454, the airplane resumed its northeasterly track and climbed to an altitude about 1,400 feet. About 1 minute later, the airplane turned to an easterly heading as it continued to climb, and about 1457, resumed its northeasterly heading and climbed to an altitude about 2,400 feet. About 1459, the airplane began a descending right turn. The last four radar targets, at 1459:45, 14:59:49, 14:59:59, and 15:00:04, placed the airplane about 1.25 nautical miles southeast of the accident site at an altitude about 1,400 feet, and on an approximate magnetic heading of 285 degrees.

A witness located near the accident site observed the airplane circling over his home and stated that the engine sounded as though it was revving up and down. As the airplane descended and flew towards a nearby field, he heard the engine "popping" and saw it trailing smoke. After watching the airplane descend into trees and impact the ground, he drove to the accident site to render assistance. He observed a pillar of black smoke rising from the wreckage and noted that the cockpit was filled with smoke. As he approached the airplane, he stated that it "exploded," and subsequently exploded a second time before first responders arrived. PERSONNEL INFORMATIONThe pilot held a commercial pilot certificate with ratings for airplane single engine land and instrument airplane. His most recent FAA second-class medical certificate was issued in March 2014, at which time he reported 3,300 total hours of flight experience, with 0 hours in the previous 6 months. No personal flight logs were recovered, and no determination could be made as to the pilot's recent flight experience or his experience in the accident airplane. An autopsy was conducted by the Office of the Medical Examiner, District I, Florida. The cause of death was listed as inhalation of products of combustion. Toxicological testing was performed by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. Testing was positive for carbon monoxide in blood; diphenhydramine in blood, urine, and tissue (0.021 ug/ml); pheniramine in urine and blood; and zolpidem in urine and blood. Diphenhydramine is a sedating antihistamine used to treat allergy symptoms and as a sleep aid. Pheniramine is a sedating antihistamine used in cold and allergy products. Zolpidem is a sleep aid marketed under the brand name Ambien. All detected drugs were below therapeutic levels. AIRCRAFT INFORMATIONThe airplane was manufactured in 1964, and was equipped with a Continental Motors IO-520-BA6B, 285 hp reciprocating engine. The airplane was registered to the pilot in April 1998. No maintenance records were located, however, several work orders dating to September 2011 were provided by local maintenance facilities. In March 2012, an annual inspection was performed at a total aircraft time of 5,047.50 hours. During this inspection, the #3 cylinder was removed and repaired due to a failed compression test and burnt valve. The cylinder was reinstalled and the airplane was returned to service in May 2012. In September 2013, an annual inspection was performed at a total aircraft time of 5,048.02 hours. The mechanic who serviced the battery prior to the accident flight stated that, at the conclusion of the engine run up he performed, the airplane's tachometer read 5,049.08.

Review of work orders from the March 2012 annual inspection revealed a discrepancy stating, "Engine monitor has 2 cylinders that have no CHT reading." This discrepancy was marked as "deferred" and no corrective action was taken. Review of FAA airworthiness records did not indicate any supplemental type certificate (STC) for installation of an aftermarket engine monitor. The airplane was originally equipped with an engine cylinder head temperature (CHT) gauge, which was removed and replaced in November 2013. This gauge displayed CHT information from one cylinder only.

The investigation was not able to determine when or where the airplane was last serviced with fuel, as review of records from the fuel provider at CEW indicated that the pilot had not obtained fuel there since September 2012. METEOROLOGICAL INFORMATIONThe 1453 automated weather observation at CEW included winds from 300 degrees at 5 knots, 10 miles visibility, scattered clouds at 7,000 feet and 8,500 feet, temperature 37 degrees C, dew point 22 degrees C, and an altimeter setting of 29.95 inches of mercury. AIRPORT INFORMATIONThe airplane was manufactured in 1964, and was equipped with a Continental Motors IO-520-BA6B, 285 hp reciprocating engine. The airplane was registered to the pilot in April 1998. No maintenance records were located, however, several work orders dating to September 2011 were provided by local maintenance facilities. In March 2012, an annual inspection was performed at a total aircraft time of 5,047.50 hours. During this inspection, the #3 cylinder was removed and repaired due to a failed compression test and burnt valve. The cylinder was reinstalled and the airplane was returned to service in May 2012. In September 2013, an annual inspection was performed at a total aircraft time of 5,048.02 hours. The mechanic who serviced the battery prior to the accident flight stated that, at the conclusion of the engine run up he performed, the airplane's tachometer read 5,049.08.

Review of work orders from the March 2012 annual inspection revealed a discrepancy stating, "Engine monitor has 2 cylinders that have no CHT reading." This discrepancy was marked as "deferred" and no corrective action was taken. Review of FAA airworthiness records did not indicate any supplemental type certificate (STC) for installation of an aftermarket engine monitor. The airplane was originally equipped with an engine cylinder head temperature (CHT) gauge, which was removed and replaced in November 2013. This gauge displayed CHT information from one cylinder only.

The investigation was not able to determine when or where the airplane was last serviced with fuel, as review of records from the fuel provider at CEW indicated that the pilot had not obtained fuel there since September 2012. WRECKAGE AND IMPACT INFORMATIONThe initial impact point (IIP) was identified as a tree about 80 feet in height, located at 30 degrees, 55.542 minutes north latitude, 86 degrees, 26.103 minutes west longitude, about halfway between CEW and 0J4. The wreckage path extended on a heading of about 310 degrees, with the outboard portion of the right wing located in a tree about 90 feet past the initial impact point. The outboard portion of the left wing came to rest near the base of the tree. A ground scar containing the propeller, which had separated from the engine at the propeller flange, was located about 110 feet beyond the IIP. The main wreckage came to rest upright on a heading of about 145 degrees about 125 feet past the IIP, and consisted of the fuselage, empennage, and the inboard portions of the wings. The fuselage was completely consumed by post-impact fire. Control continuity was established from the ruddervators and trim tabs to the cabin area, and aileron control cable continuity was established from the cabin area to the left and right bellcranks.

The engine came to rest upright and displayed significant thermal damage. The three-bladed propeller was separated from the engine at the flange and located about 5 feet forward of the engine. The propeller blades exhibited no leading edge gouging, chordwise scratching, or s-bending. The crankshaft displayed multiple cracks aft of the propeller flange. Two breaches of the engine case were observed near the #2 and #4 cylinders. Visual examination revealed that the #2 and #4 connecting rods were fractured. ADDITIONAL INFORMATIONThe Pilot's Handbook of Aeronautical Kn...