20021224036259A

(-23) On December 24, 2002, approximately 0954 central standard time, a Beech BE-58 twin-engine airplane, N5TV, collided with terrain during an uncontrolled descent near Egypt, Arkansas. The airplane was registered to thomas aviation, inc., of hardy, Arkansas, and operated by the registered owner/pilot under 14 code of federal regulations part 91. The commercial/instrument rated pilot received fatal injuries, and the impact sequence and the post accident fire destroyed the airplane. Instrument meteorological conditions (IMC) prevailed for the cross-country flight and an instrument flight rules (IFR) flight plan was filed. The personal flight departed cherokee village (cvk), Arkansas, approximately 0921 with a planned destination of jonesboro (jbr), Arkansas. Air traffic control data was reviewed by the NTSB iic and all times converted to central standard time unless otherwise noted. At 0905, the pilot contacted the jbr automated flight service station (afss), filed an IFR flight plan (N5TV, BE-58/G, true airspeed 170 knots, proposed time off 0930, altitude 5,000 feet MSL, time en route 35 minutes, fuel on board 6 hours) from cvk to jbr, requested, and was briefed on the current weather at jbr. The weather briefing reported wind 050 degrees at 15 knots, ceiling 700 overcast, visibility 10 statute miles, temperature 1 degree celsius, dew point 0 degree celsius, and the altimeter reading 29.73 inches mercury. The weather briefing included PIREP: over newport (M19), Arkansas, at 0905, flight level 7,000 feel MSL, a mitsubishi MU-2 reported ceiling overcast 900 feet MSL tops 5,000 feet MSL with Cirrus clouds above, icing 2,300 feet MSL through 3,300 feet MSL during climb out to the south. The weather briefer informed the pilot about the AIRMET for icing and turbulence. At 0919 the pilot contacted jbr afss for the departure clearance, and the flight was cleared as filed, climb and maintain 5,000 feet MSL, transponder squawk 5524, contact memphis air route traffic control center (ARTCC) frequency 127.4 megahertz upon departure from cvk. At 0922, radio and radar contact (3,100 feet climbing to 5,000 feet MSL) was established with the airplane by memphis ARTCC. At 0934, the pilot reported airplane icing at 4,800 feet MSL, requested, and received a clearance to descend the airplane to 4,000 feet MSL. At 0938, the pilot requested to deviate for landing at walnut ridge regional airport (arg). At 0940, the pilot was cleared for the rnav/gps 36 approach at arg, maintain 3,000 feet MSL until the initial approach fix (iaf) waypoint gubfo. At 0941, the controller approved a frequency change for the pilot to contact the arg common traffic airport advisory frequency (CTAF) 122.8 megahertz. There were no further ATC communications with N5TV. At 0935, the weather observation facility at arg (global positioning system, GPS, location 16 nautical miles, 008 degrees from the accident site) reported wind from 360 degrees at 1 knot, visibility 1 1/4 statute mile, ceiling overcast 800, temperature 1 degree celsius, dew point 1 degree celsius, altimeter 29.80 inches mercury. A witness, who heard the impact, exited her residence, observed the airplane, the post accident fire, and called 911. Local authorities, who responded to the accident site, reported the accident was non-survivable. The pilot had accumulated a flight time of 546.2 hours in the accident airplane, 75.8 hours of instrument flight time, of which 38.6 hours were in actual instrument conditions. The global positioning system (GPS) location of the accident site was latitude 35 degrees 51.42 minutes north; longitude 090 degrees 58.06 minutes west in a vacant residential lot aligned on the south side with 30-foot pine trees. The wreckage distribution path was on a measured magnetic heading of 045 degrees for a distance of 72 feet. The main wreckage came to rest upright on a measured magnetic heading of 340 degrees. The upper trunk of two trees was found separated and lying on the ground near the base of the trees, respectively. One tree exhibited scrapes, gouges, and missing bark along the trunk with small pieces of wing metal embedded into the trunk. Slash marks, consistent with propeller strikes, were found on two limbs on the ground near the base of the tree. Approximately 3 feet of the outboard portion of the left wing was found near the base of the tree. Pieces of fiber, consistent with wood, were found embedded into the crushed metal of the wing, and the deformation of the wing was consistent with the diameter of the tree trunk. The tree deformation, ground scars, and craters were consistent with a vertical impact. The impact sequence and the post accident fire destroyed the cockpit, cabin, and fuselage, and there were no complete systems found intact at the accident site. Initial examination of the airplane, engines, and propellers was conducted at the accident site on December 25 and 26, 2002, under the supervision of the NTSB iic. The airplane was recovered by dawson aircraft, inc., clinton, Arkansas, for further examinaton under the supervision of the NTSB iic.