CEN21FA025

The pilot and flight instructor had just completed a one-hour uneventful local flight to test the recently-repaired autopilot. The pilot landed the airplane, dropped off the instructor at the terminal, and then taxied away. Minutes later the airplane departed to the north, reached about 200 ft above the ground, and entered a left turn. The airplane subsequently descended into trees and terrain and a postimpact fire consumed most of the airplane. There were no witnesses to the accident, and about 4 hours after the accident smoke from the wreckage was reported by another pilot. Examination of the wreckage did not reveal any preimpact mechanical malfunctions or anomalies that would have precluded normal operation; the accident site was consistent with a steep, nose-low descent with the engine producing power. The medical investigation in this case revealed that the pilot had a history of significant coronary artery disease with stents and had used a sedating medication (cetirizine) at some time before the flight; however, whether the pilot’s heart condition or use of sedating medication contributed to the accident could not be determined based on the available information. The evidence at the accident site and the lack of mechanical anomalies are consistent with a loss of control during takeoff; however, the reason for the loss of control could not be determined.

On October 21, 2020, at 1431 central daylight time, a Beech V35A airplane, N35DC, was destroyed when it was involved in an accident near Slidell Airport (ASD), Slidell, Louisiana. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot’s flight instructor reported that the pilot did not fly often but was interested in renewing his instrument currency. The pilot told him that the airplane’s autopilot was recently repaired, and he wanted to test its functionality. On the day of the accident, the pilot landed at ASD, and the instructor boarded the airplane while the engine remained running. After departure from ASD, the pilot completed two GPS approaches at a nearby airport. The instructor reported that the engine was operating normally, but the autopilot “would not track the course in NAV mode.” They returned to ASD, landed, and dropped off the instructor on the ramp. The instructor entered the airport terminal and did not see the airplane depart. He added that the pilot was relaxed and under no apparent stress. A pilot-rated witness at the airport stated that he observed the airplane as it taxied to runway 36, then continued into a takeoff roll. His view of the airplane was partially blocked by buildings, but he could hear the engine. The airplane climbed slowly and did not exhibit any anomalies, and he did not hear anything unusual with the engine. He looked away briefly and did not see the airplane again. A review of the Automatic Dependent Surveillance – Broadcast (ADS-B) data revealed that the airplane departed ASD at 1315 and proceeded north. The flight track showed that the airplane maneuvered north of ASD for about 1 hour, then appeared to land at ASD at 1421. The flight track continued again at 1431:32 as the airplane departed from runway 36. After the airplane crossed the departure end of runway 36, it turned left. The final ADS-B point was recorded at 1431:47, about 200 ft above ground level. A pilot who departed ASD at 1830 reported that he observed smoke and fire in the woods to the northwest of the airport. When the fire department arrived to extinguish the burning trees that surrounded the airplane, they reported that the airplane was no longer on fire and was cold to the touch. The 73-year-old male pilot had reported to the FAA a long history of coronary artery disease and its treatment with stenting and medications. At the time of the accident, he was certified via BasicMed. An autopsy of the pilot was performed by the St. Tammany Parish Coroner’s Office, St. Tammany Parish, Louisiana. The cause of death was multiple blunt force injuries, and the manner of death was accident. Toxicology testing performed by the FAA’s Forensic Sciences Laboratory identified cetirizine and metoprolol in muscle tissue. Review of personal medical records showed slow progression of coronary artery disease, high blood pressure, high cholesterol, and heartburn and the use ofmedications to treat these conditions. At a visit a few weeks before the accident, the pilot did not report any cardiovascular symptoms. The accident site was located on the north side of the airport, about 1,300 ft from the departure end of runway 36. The airplane impacted densely wooded terrain in a nose-low attitude and came to rest upright. A postimpact fire consumed the engine compartment, cockpit, forward fuselage, and left wing. The rest of the airplane sustained thermal damage and distress. Figure 1 shows the accident airplane where it came to rest in the woods. Figure 1. Aerial view of the accident site. The wreckage is surrounded by trees. In front of the wreckage was an impact crater. Several trees and tree limbs in the wreckage path exhibited slashes and cuts, consistent with being cut by rotating propeller blades. The cabin door was found about 15 ft from the fuselage and sustained minimal damage. The door latch mechanism revealed the handle was in the latched position. The upper hook was fractured, and the aft latch was displaced inward and down. The seatbelt buckles in the wreckage were lap belt, two-point style buckles. Flight control continuity was established from the cockpit to each control surface with no anomalies noted. The flap actuators were fire-damaged, and their preaccident positions could not be determined. The right flap was found retracted, and the left flap position could not be determined due to the fire damage. The fuel selector valve was positioned to the right fuel tank. The autopilot components were destroyed by the fire; therefore, a full examination was not possible. An examination of the engine revealed impact and fire damage to most of the engine and components. The propeller spinner was crushed against the propeller hub and the blades were bent backward in a manner consistent with a high angle, high velocity impact. There were no mechanical malfunctions or anomalies noted with the engine that would have precluded normal operation.