FTW96FA390

The pilot (plt) left his residence at 0500 & flew from San Antonio to Alamogordo. On the return flight (flt), he diverted to New Braunfels, due to weather (wx). After landing, he indicated that he needed fuel, but fuel was not available until the next morning. Reportedly, he slept in the aircraft (acft). Airport (arpt) personnel noted plt had departed without refueling & without a wx briefing. No record of en route communication or refueling was found. About 0600, wreckage was sited where acft had impacted in a level attitude near Waco Regional Arpt, about 0.89 mi from the VOR. Arpt elevation was 516 ft, minimum descent altitude (MDA) for the VOR approach was 880 ft. The VOR bearing selector was found at 142 deg (inbnd course was 141 deg). Waco wx was reported to be 300' ceiling, variable 100', visibility 1/2 mi with fog. No preimpact mechanical failure was found. Propeller damage & slashes marks indicated the engines were providing power during impact. Plt had been prescribed Wellbutrin (bupropion) for depression & anxiety. Toxicology tests of his blood showed 0.11 mcg/ml bupropion (antidepressant), 0.20 mcg/ml erythrodihydrobupropion, 0.94 mcg/ml threodihydrobupropion, & an unreported amount of tetrahydrocannabinol carboxylic acid (metabolite of marijuana). Tests of his urine showed 0.118 mcg/ml Phentermine (appetite suppressant/stimulant). Plt's prescription for bupropion had been refilled on 8/28/96. His son believed he was under stress from business & finances, & probably fatigued. Plt had urgent need to be at a real estate license renewal class in Ft Worth at 0900.

History of flight:

On September 19, 1996, at 0514 (based on the aircraft clock) central daylight time, a Cessna 320C, N3020T, registered to and operated by a private owner under Title 14 CFR Part 91, impacted terrain near the Waco Regional Airport, Waco, Texas. Instrument meteorological conditions prevailed and a flight plan was not filed for the cross country flight. The commercial/instrument rated pilot received fatal injuries and the airplane was destroyed by the impact and fire. The time that the flight originated from New Braunfels, Texas, was 0415 (based on ATC radar target track).

During telephone interviews, conducted by the investigator-in-charge, airport fixed base operator (FBO) personnel reported the following information. The airplane landed at New Braunfels, Texas, approximately 1930 on September 18, 1996, after diverting from the intended destination of San Antonio, Texas, due to thunderstorms. The pilot reported that he had "10 gallons of fuel left" and requested refueling; however, line service personnel were gone for the day and the pilot was informed that fuel would be available the following morning at 0700 and local motels were available for the night. The pilot was further informed of 24 hour fueling service at Austin, Texas, (approximately 60 miles north of New Braunfels). Airport personnel departed the New Braunfels Airport for the evening. At 0640 the following morning, when an airport employee returned for work, the airplane was not at the airport.

During telephone conversations, conducted by the investigator-in-charge, a flight instructor at the New Braufels Airport reported that he talked to the pilot at approximately 2200 and they looked at the weather on the computer at the Southern Wings Flight School. The instructor further stated that the pilot mentioned that he had 10 to 13 gallons in the main tanks, needed fuel and needed to go home; however, the pilot declined to siphon fuel from a flight school airplane into N3020T.

During telephone interviews, conducted by the investigator-in-charge, and on the enclosed statement, the passenger, who deplaned at New Braunfels, Texas, reported that he and the pilot planned a round trip business flight from San Antonio, Texas, to Alamogordo, New Mexico, on September 18, 1996. The flight landed at the San Antonio International Airport at approximately 0815 on the morning of the 18th from Granbury, Texas. The pilot subsequently boarded the passenger and departed San Antonio between 0900 and 0930 for the flight to Alamogordo. During the departure climb they flew through some clouds; however, the en route flight was above the clouds. After conducting their business (during which time the airplane was refueled), they departed Alamogordo at 1730 for the return flight. En route the pilot overheard, on his airplane radio, conversations about thunderstorms in the San Antonio area, and the pilot decided to divert due to the thunderstorms. Subsequently, the airplane landed at New Braunfels.

Local authorities and relatives reported the following information. The pilot departed his residence at approximately 0500 on September 18, 1996, and arrived at the Granbury Municipal Airport, Granbury, Texas, at approximately 0600. The pilot called from New Braunfels at approximately 2030 and reported to relatives that he would sleep in the airplane and fly home (Granbury, Texas) in the morning after refueling the airplane. The pilot was scheduled for a real estate class at 0900 at Fort Worth, Texas, on September 19, 1996, and that he had to make that class in order to renew his real estate license.

At approximately 0920, on September 19, 1996, the land owner found the airplane in a plowed field near the Waco Regional Airport and called 911. Local authorities and witnesses reported fog reduced visibility in the area from midnight through 0730. A witness across the highway from the accident site reported to the local authorities that he went onto his porch about 0600 and saw the debris in the field; however, he thought it was a portion of a neighbor's barn that had blown there during the rain and windstorms which had occurred throughout the night.

Personal information:

During interviews, conducted by the investigator-in-charge, the pilot's son, who had previously flown with his father, stated the following information. The pilot had owned the airplane for approximately one year and flew approximately 40 hours per year; however, the pilot had flown in the military and had over 18,000 hours total flight time. The pilot normally checked the weather; however, he usually did not file a flight plan, fly in the clouds, or talk to ATC unless necessary for the flight. It was the son's opinion that the pilot was under stress from the business and finances and that he needed to make the deal at Alamodorgo to financially help the situation. The son stated that the pilot was in good health; however, the son felt that the pilot slept in the airplane due to finances and was probably fatigued from the day's activities.

During interviews, conducted by the investigator-in-charge, the pilot's spouse stated the "pilot was no more stressed that any one else that had their own business." She further stated that the pilot "often slept in the airplane and in her opinion would not have been particularly tired from the trip or the weather."

To date, the pilot's logbooks have not been made available to the Board. Therefore, the time of the pilot's last biennial flight review, instrument flight or instrument competency check is unknown.

Aircraft information:

The airplane was manufacturer in 1964. The airplane was registrated to the pilot on September 23, 1995.

During telephone interviews, conducted by the investigator-in-charge, airport personnel at Granbury, Texas, Cleburne, Texas, and Sycamore, Texas, and relatives reported that the maintenance records should have been in the aircraft. An examination of the airplane did not reveal any remains of maintenance records.

During a telephone interview, conducted by the investigator-in-charge, the mechanic at Sycamore, Texas, who performed the annual inspection, reported that the inspection was completed on August 1, 1996. Total time at the inspection was 2,626.3 hours on the airframe with a time of 287.7 hours since the engines were overhauled. At the time of the inspection, tachometer reading was 1,405.3 hours with engine S/N 138042-4-D installed at the left position and engine S/N 138039-4-D at the right position. Time since the annual inspection was 28.9 hours.

Meterological information:

Weather reports were reviewed by the investigator-in-charge. From 0234 through 0656, the local Waco weather station reported an airport visibility of 1/2 statute mile or less due to fog with ceilings 300 feet AGL variable to 100 feet AGL and a temperature/dewpoint spread of zero. The Area Forecast outlook for south central and north central Texas included thunderstorms and rain showers with visibilities reduced due to mist with an outlook for IFR weather through 1000.

Airmet Sierra was valid until 1300 for low ceilings and visibility due to fog and precipitation. Numerous convective sigmets were issued for areas of Texas before and throughout the time of the accident. Convective sigmet 58C was valid until 0655 over central Texas for thunderstorms due to very moist and unstable atmospheric conditions. Area forecast for central Texas included IFR ceilings and fog.

Communications:

A search of ATC facility data did not reveal any preflight or en route communications for said aircraft.

Aerodrome information:

Numerous airports are located along an en route flight from New Braunfels, Texas to Waco, Texas. Some of the airports had 24 hour fueling service and some had services upon request via telephone.

The Waco Regional Airport (ACT), at an elevation of 516 feet and with an ope