FTW02FA071

The single-engine airplane impacted trees and terrain during dark night instrument meteorological conditions with fog. The private pilot, sole occupant, was returning to the home base airport from a cross-country flight. The ATC controller issued the pilot the weather (wind 120 degrees at 9 knots, visibility 10, clouds 25,000 scattered, temperature 20 degrees Celsius, dew point 19 degrees Celsius, and the altimeter 30.02 inches Mercury) at the nearest airport (approximately 15 nautical miles from the destination airport) and told the pilot that fog was reported in the area. The pilot requested and was cleared for the non-precision approach VORDME 14 at the destination airport. Radar contact was lost with the aircraft at an altitude of 1,901 feet msl. Subsequently, the pilot transmitted in part "approach... can't find the airport." The controller instructed the pilot to execute the published missed approach instructions and asked the pilot for his next request. The pilot transmitted in part: "I've got it, I've got the strobe under me now sir." The controller requested if the airplane was landing and the pilot transmitted "affirmative sir I got the strobe." The controller asked the pilot if he was canceling IFR, and the pilot transmitted "no sir just a minute stay with me please sir." There were no further communications with the pilot. Witnesses near the airport reported hearing the airplane flying low, a loud boom, the sound of an explosion and fire. Local authorities, who responded to the accident site, reported "floating fog and mist in the vicinity of the airport." The pilot had accumulated 2,000 hours in the make and model of airplane. In 1996, the pilot had logged 122.8 hours of actual instrument flight time; however, neither the pilot's total or recency of IFR experience at the time of the accident could be verified. Flight control continuity was confirmed. Examination and teardown of the engine did not reveal any discrepancies that would preclude operation of the engine. The muffler was pressure tested in accordance with the manufacturer's heater muffler inspection procedures, and no leaks were detected. According to the NTSB metallurgist, the debris found on the carburetor inlet screen were deposits of the melted float assembly. No evidence of an in-flight mechanical and/or flight control malfunction was found that would have rendered the airplane uncontrollable prior to the impact.

History of flight

On January 17, 2002, at 2114 central standard time, a Beech C23 single-engine airplane, N6622X, impacted trees and terrain while executing the missed approach for the VORDME 14 approach at the Sinton/San Patricio County Airport (T69), near Sinton, Texas. The airplane was owned and operated by the pilot, under 14 Code of Federal Regulations Part 91. The private pilot, sole occupant of the airplane, received fatal injuries. The airplane was destroyed by a post impact fire. Dark night instrument meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the cross-country flight. The personal flight departed the Angelina County Airport (LFK), near Lufkin, Texas, approximately 1805.

The airplane was refueled with 15 gallons of aviation fuel, and one quart of oil was added to the engine, prior to the departure from LFK.

The air traffic control data and transcripts were reviewed by the NTSB investigator-in-charge (IIC) and all times were converted to central standard time unless otherwise noted.

At 1751, the pilot received a weather briefing from the Conroe AFSS and filed an IFR flight plan. At 1805, the pilot received the IFR clearance via "V407 to Daisetta, then as filed [Direct Shoales, V70, PSX, V13, CRP, Direct T69], climb and maintain 5,000." Subsequently, the assigned en route altitude was 8,000 feet msl. At 1816, Houston ATC established radar contact with the aircraft. At 2000, the airplane was cleared direct to the Corpus Christi (CRP) VORTAC and then direct T69. At 2025, the airplane was cleared to descend to 6,000 feet msl. At 2042, the pilot was instructed to contact the CRP approach controller who issued the pilot CRP weather: wind 120 degrees at 9 knots, visibility 10, clouds 25,000 scattered, temperature 20 degrees Celsius, dew point 19 degrees Celsius, and the altimeter 30.02 inches Mercury.

Subsequently, the pilot requested and received a clearance direct to T69. The airplane was cleared to descend at pilot's discretion, maintain 2,000 feet msl, and the pilot was told there was fog reported about 5 miles north of CRP. The pilot requested the VOR 14 approach to T69 and received vectors for the approach. When the airplane was 5 1/2 miles from the initial approach fix (PANTH), the pilot received the approach clearance: turn left heading 165 degrees, maintain 2,000 feet msl until the airplane is established on the final approach course, cleared for the VORDME runway 14 approach Sinton/San Patricio County Airport (T69).

At 2106:59, radar service was terminated and the pilot was cleared to change to the airport advisory frequency. At 2107:45, radar contact was lost with the aircraft at an altitude of 1,901 feet msl. At 2112:51, the pilot transmitted "Corpus approach sundowner 6622 x-ray can't find the airport." The controller instructed the pilot to execute the published missed approach instructions maintain 2,000 feet msl and continue the transponder squawk 4601, and asked the pilot for his next request.

At 2113:11, the pilot transmitted "I've got it, I've got the strobe under me now sir." The controller requested if the airplane was landing and the pilot transmitted "affirmative sir I got the strobe."

At 2113:24, the controller asked the pilot if he was canceling IFR. At 2113:28, the pilot transmitted "no sir just a minute stay with me please sir." There were no further communications with the pilot of N6622X.

Witnesses near the airport reported hearing the airplane "flying extremely low and making a very loud whirling sound." Further, within a few minutes witnesses reported hearing a "loud boom", the sound of an "explosion", and "fire." Approximately 2117, one witness, traveling in a her vehicle on the road adjacent to the airport, called 911 and reported an airplane on fire at the airport.

Personnel information

According to the FAA records, reviewed by the NTSB IIC, the pilot held an FAA private pilot certificate with the airplane single-engine land and an instrument rating. He was issued a third class medical certificate on October 22, 1999 (expired the last day of October 2001), with the limitation to wear corrective lenses for near and distant vision while acting as a pilot. On the medical application, the pilot's total flight time was shown as 2,500 hours with 120 hours in the previous 6 months.

The private pilot's logbook dated August 19, 1993, indicated that the pilot's instrument rating was issued on October 11, 1993. The accumulated flight time logged through December 6, 1996, was 1,889.9 hours in the accident airplane. On October 27, 2001, the biennial flight review entry in another logbook stated in part: review "OK".

According to acquaintances, the pilot had additional flight time per the aircraft inspection log and a calendar which the pilot utilized for his flight time and the aircraft 's 100-hour inspections. A review of these documents by the NTSB IIC revealed that the pilot had accumulated 2,707.4 hours No additional information of the pilot's flight time could be obtained during the investigation.

Aircraft information

The aircraft (serial number M-2383) was issued a FAA standard airworthiness certificate on June 14, 1983. Maintenance records indicated that in June 1994 the tachometer (3,572.81 hours) was removed and replaced. Registration to the current owner was dated July 22, 1994. The last annual inspection was performed on November 2, 2001, at accumulated aircraft time of 5,378.4 hours. The factory overhaul on the Lycoming engine model O-360-A4K (serial number RL-29992-36A) was performed in January 1997, and the last 100-hour inspection for the engine was performed on November 2, 2001, at accumulated tachometer time of 1,805.6 hours.

In February 1997, (TTAF 4,265.0 TACH 692.2) the factory overhauled Lycoming engine (model 0-360-A4K, serial number RL29992-36A) was installed on the airframe. A new Sensenich propeller (part number 76EM8S5-0-60, serial number 31306K) was installed with new mount hardware. In August 2000, the overhauled engine was removed, disassembled and repaired due to a worn camshaft and lifter. During the repair, the crankshaft was found M005 under and the front crankshaft bearing was standard.

Meteorological information

At 2051, the weather observation facility at CRP reported wind from 120 degrees at 11 knots, visibility 10 statute miles, few clouds at 500 feet, clouds 25,000 broken, temperature 19 degrees Celsius, dew point 19 degrees Celsius, altimeter 30.02 inches of Mercury.

At 2251, the weather observation facility at CRP reported wind from 120 degrees, visibility unrestricted, 500 scattered, 25,000 scattered, temperature 19 degrees Celsius, dew point 19 degrees Celsius, altimeter 30.03 inches Mercury.

Local authorities, who responded to the accident site, reported the winds were from the south/southeast at 6 knots, with "floating fog and mist in the vicinity of the airport."

Aerodrome/aids to navigation information

The Sinton/San Patricio County Airport (T69), located approximately 2 miles west of Sinton, is owned and operated by San Patricio County, Texas. The T69 airport, located latitude 28 degrees 02 minutes North; longitude 097 degrees 32 minutes West, is a non towered airport with runway 14/32 and runway 03/21. The airport elevation is 49 feet, and runway 14 elevation is 46.2 feet. The hard surface (asphalt) runway 14/32 is 4,323 feet long and 55 feet wide. Runway 14 has a 250-foot displaced threshold. Runway 14 is equipped with a 3-degree visual glide path angle 2-light PAPI, runway end identifier lights, and medium intensity runway edge lights. The approach lights are pilot activated on the Common Traffic Advisory Frequency (CTAF) 122.8 Megahertz. A timer operates the runway lights and the taxiway lights; however, the intensity of the runway lights may be changed when the pilot keys th