ATL03FA002

The pilot was conducting an instrument flight when he became incapacitated, resulting in an in-flight loss of control and collision with the ground. Examination of the airplane revealed there was no evidence of a mechanical malfunction. Review of the pilot's medical history revealed the pilot had coronary artery bypass surgery on January 17, 2001. The pilot did not inform the FAA of the change in his medical condition. The pilot applied for another medical certificate on August 6, 2002. The certificate was not issued by the medical examiner and was referred to the FAA for further evaluation.

History of flight

On October 9, 2002, about 1057 eastern daylight time, a Beech K35, N5350E, registered to a private owner, operating as a 14 CFR Part 91 personal flight, broke up in flight after the pilot became incapacitated in the vicinity of Jellico, Tennessee, on Pine Mountain. Marginal visual meteorological conditions prevailed in the vicinity of the accident site, and an instrument flight rules flight plan was filed. The airplane was destroyed. The private pilot was fatally injured. The flight originated from Houghton Lake, Michigan, on October 9, 2002, at 0802.

Review of transcripts between the pilot and Indianapolis Center revealed the pilot had requested and received weather for Atlanta, Georgia, and Knoxville, Tennessee. Indianapolis Center started coordinating a hand-off of the flight with Atlanta Center at 1048:36. Indianapolis Center instructed the pilot to contact Atlanta Center at 1056:03. The pilot did not respond to the request. Indianapolis Center instructed the pilot to contact Atlanta Center again at 1056:13, and to verify that he was level at 9,000 feet. The pilot did not respond to the request. The last radar return observed by Indianapolis Center was at 1056:10, and the mode C read out showed the airplane was at 7,700 feet.

At 1055 and 1106, the Campbell County 911 operator located in La Follette, Tennessee, stated he received two phone calls from separate local residents stating that they had heard an airplane fly over their location followed by what sounded like a "plane going down." A Sheriff Deputy was dispatched and pieces of the airplane wreckage were located at 1235, in the vicinity of Pine Mountain.

Personnel information

Review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed the pilot was issued a private pilot certificate on November 10, 1976, with ratings for airplane single engine land, multiengine land, and instrument airplane. Review of the pilot's logbook revealed his last recorded flight and biennial flight review was conducted on March 1, 2002. A handwritten paper log sheet found in the logbook revealed the pilot had flown 16 additional flights between March 8, 2002, to July 7, 2002. Review of records on file with the FAA Aeromedical Certification Division revealed the pilot held a third class medical certificate issued on May 22, 2001. The pilot reported he had accumulated 6,000 total hours with 50 hours flown in the last six months.

The pilot underwent coronary artery bypass surgery on January 17, 2002. There is no record that the pilot informed the FAA of a change in his medical condition. The pilot reported that he had accumulated 6,700 total hours with no hours flown in the last 6 months and noted "yes" for item 18.g. "Heart or vascular trouble.". The Aviation Medical Examiner who conducted the physical examination noted the pilot's history of coronary artery bypass surgery and reported on the application, " No certificate issued-Deferred for further evaluation."

Aircraft information

Review of aircraft maintenance records revealed the last recorded annual inspection was completed on April 11,2002, at 144.1 hours. The airplane had accumulated 23.5 hours since the annual inspection. The engine was rebuilt by Teledyne Continental Motors on September 28, 1999, and was installed on October 28, 1999. The engine had accumulated 167.7 hours since installation. The propeller was manufactured by McCauley Propellers on September 30, 1999, and installed on October 28, 1999. A new zero time tachometer was installed on October 28, 1999. The old tachometer showed 2,830.0 hours at replacement. The tachometer at the crash site showed 167.7 hours. The altimeter test was conducted on June 6, 2002. The transponder and pitot static system test was completed on June 7, 2002. The ELT battery was due replacement on May 31, 2002.

Review of refueling records on file at Blodgett Aviation, Houghton Lake, Michigan, revealed the airplane was topped off with 29.7 gallons of aviation 100 low lead fuel on October 7, 2002.

Meteorological information

The nearest weather reporting facility at the time of the accident was Oak Ridge, Tennessee. The 1053 surface weather observation was: 2,100 broken, 4,600 overcast, visibility 7 miles, temperature 64 degrees Fahrenheit, dew point temperature 59 degrees Fahrenheit, wind calm, and altimeter 30.21" Hg. The National Weather Service Depiction Chart for 1100 depicted marginal visual flight rules conditions in the immediate vicinity of the accident site, with ceilings overcast from 1,300 to 1,600 feet.

Wreckage and impact information

The wreckage was located on the side of Pine Mountain south of No Business Road. The crash site was about 2 3/4 miles southeast of Jellico, Tennessee, and about 36 miles north northwest of Knoxville Downtown Airport, Knoxville, Tennessee. The average height of the terrain in the vicinity of the crash site was 1,600 feet and the crash debris line was on a heading of 050 degrees magnetic starting south of No Business Road.

The rear fuselage containing the empennage attachments and controls was located south of No Business Road. The left stabilizer was located 800 feet to the left of the crash debris line adjacent to the empennage. The airplane logbooks were located 48 feet down and on the crash debris line. The outboard section of the right outboard wing was located 240 feet left of the crash debris line adjacent to the logbooks. The separated left wing was located 170 feet down the crash debris line and 94 feet left of the crash debris line. The inboard section of the right wing attached to the carry through assembly was located 200 feet down the crash debris line and 75 feet right of the crash debris line. The right stabilizer was located 240 feet down the crash debris line and 240 feet left of the crash debris line. A section of the left cabin sidewall containing the third window was located 245 feet down the crash debris line and 145 feet left of the crash debris line. The left elevator trim tab was located 270 feet down the crash debris line and 565 feet left of the crash debris line. The cabin door was located 350 feet down the crash debris line and 210 feet left of the crash debris line. A section of the left wing leading edge containing the stall-warning vane was located adjacent to the cabin door and 330 feet left of the crash debris line. The pilot was located 460 feet down the crash debris line and 375 feet right of the crash debris line. A section of the cabin roof containing an air scoop and the top of the rear baggage upper wall was located 560 feet down the crash debris line and 370 feet left of the crash debris line. The engine assembly and cabin walls were located 725 feet down and on the crash debris line. Rear fuselage pieces were located 750 feet down the crash debris line and 67 feet and 300 feet left of the crash debris line. The inboard piece of the right elevator was located 800 feet down the crash debris line and 460 feet left of the crash debris line. The outboard piece of the left elevator was located 850 feet down the crash debris line and 500 feet left of the crash debris line.

The engine assembly was displaced to the right and buried inverted in the ground about two feet. The propeller assembly was attached to the crankshaft flange. The engine assembly was attached to the nose assembly. The upper engine cowlings were found in close proximity to the wreckage. The nose gear was in the retracted position. There was evidence of a post crash fire on the cabin side firewall insulation and in the vicinity of the right rudder bell crank. There was no evidence of a post crash fire in the vicinity of the left rudder bell crank.

The left and right windshields were broken out, and there was no evidence of soot on the windscreen frame on the cabin side or externally. The instrument panel remained attached to the firewall. There was no soo