N1105NBeech A36 · 1976

On December 9, 2009, about 0600 central standard time, a single-engine Beech A36 airplane, N1105N, was destroyed when it collided with terrain while executing an instrument approach to the Maverick County Memorial International Airport (5T9) Eagle Pass, Texas. The airline transport pilot (ATP), sole occupant, was fatally injured. The airplane was registered to and operated by a private individual. An instrument flight rules (IFR) flight plan was filed for the cross-country flight that originated from Kerrville Municipal Airport (KERV), Texas. Night instrument meteorological conditions prevailed for the business flight conducted under 14 Code of Federal Regulations Part 91.

The first responders to the accident scene located the airplane on the east side of the airport boundary. During the accident sequence, the airplane collided with a fence before impacting the ground. A post crash fire had ignited the airplane's cabin area. Additionally, sheriff deputies that arrived about 0630, reported that the weather at the time was "foggy".

The NTSB Investigator in Charge (IIC), a Federal Aviation Administration (FAA) inspector, and technical representatives from the airframe and engine manufacturers responded to the accident. After a preliminary inspection of the airplane and on-site documentation, the airplane wreckage was recovered and transported to a secure facility for further examination.

The pilot held an ATP certificate for airplane multi-engine land, a commercial certificate for airplane single and multi-engine land and sea, glider, and instrument rating-airplane. He also held a flight instructor certificate for airplane single and multi-engine airplane, instrument, and glider. The pilot was issued a first class FAA medical, on September 3, 2009. At the time of his medical application the pilot reported that he had 28,425 total flight hours, with 150 hours in the last six months. The pilot’s logbook was not recovered during the course of this investigation.

The airplane was a 1976 model Beech A36, which is a single-engine, low-wing airplane, with retractable tricycle landing gear, and was configured for 6 seats.

The airplane was powered by a Continental IO-520-BB reciprocating engine, rated at 285 horsepower. The engine drove a McCauley 2-blade constant speed propeller.

A review of the airplane's maintenance logbooks revealed the last annual inspection was completed on December 15, 2008 with an aircraft total time of 2,735.7 hours. At the time of the annual inspection, the airplane's engine had accumulated approximately 1,321 hours.

The automated weather station at KDRT, Del Rio, Texas, about 38 miles northwest of the accident site reported at 0553, winds from 250 degrees at 3 knots, temperature 45 degrees Fahrenheit, dew point 45 degrees Fahrenheit, visibility 1/4 miles in fog, and an indefinite ceiling, altimeter pressure setting 29.84 inches of Mercury.

The automated weather station at KDLF, Laughlin Air Force Base, Texas, about 33 miles northwest of the accident site reported at 0552, calm winds, temperature 41 degrees Fahrenheit, dew point 41 degrees Fahrenheit, visibility less than 1/4 miles (and a Runway visual range ( RVR) of 600 feet variable to 1200 feet) in fog and an indefinite ceiling, altimeter pressure setting 29.85 inches of Mercury.

The automated weather station at KUVA, Uvalde, Texas, about 45 miles northeast of the accident site reported at 0609, winds from 340 degrees at 3 knots, temperature 40 degrees Fahrenheit, dew point 40 degrees Fahrenheit, 10 miles visibility, and a clear sky, altimeter pressure setting 29.85 inches of Mercury.

The Federal Aviation Administration (FAA) provided a transcript of air traffic control communications with the accident flight. Shortly after departing KERV the pilot (N1105N) contacted Houston Air Route Traffic Control Center (ARTCC).

On the initial contact with air traffic control, N1105N picked up his instrument flight rules (IFR) flight plan, received his transponder code, altitude assignment, and clearance to 5T9.

During the flight, N1105N received, from the controller, the weather conditions at Laredo, Del Rio, Laughlin, and Uvalde. Additionally, N1105N stated that he'd do the RNAV (GPS) runway 31 approach at 5T9, and if he couldn't make it in, then he'd go to Uvalde.

At 0546, N1105N contacted ARTCC and said: "I believe I've got Maverick county in sight right now, but I'm gonna go ahead and do the approach to make sure."

Houston (ARTCC), " All right that's good, yeah Uvalde's showing clear, let me look and see what that weather was at … Del Rio it might have been old, but it was … yeah it's almost an hour old, but it was showing just a hundred there at .. with … quarter-mile visibility and fog at Del Rio."

N1105N responded, "All right .. I've got the prison in sight, I know that, and it's right there by the airport, I can see the lights at the prison."

The controller then cleared N1105N for the RNAV (GPS) 31 approach, and approved a radio frequency change to the airport's advisory frequency (CTAF).

There were no reported emergency or distress calls from the pilot; and no further communications with the pilot.

A review of the radar data, shows the aircraft's flight from KERV heading southwest, at an altitude of 7,900 feet. The radar track then turns northwest as the airplane descends and makes its approach to 5T9. During the approach to the airport, the airplane appears to be tracking in-bound at an altitude of 1,300 feet. At 0557:45 the airplane was at 1200 feet. The last radar plot was at 0557:57, at an altitude of 1,200 feet, but right (east) of the runway, and approximately 435 feet from the accident site.

Maverick County Memorial International Airport (5T9) is a public use airport, located about 8 miles north of Eagle Pass, Texas. The airport is non-towered and pilots are to use the Common Traffic Advisory Frequency (CTAF). The airport features a single asphalt runway. Runway 13-31 is 5,506-foot long and 100-foot wide. The field elevation is 887 feet mean sea level (msl). The instrument approach that the pilot was following was the RNAV (GPS) Runway 31. The published minimums for this instrument approach are a 400-foot ceiling and one-mile visibility. The airport is equipped with MIRL (Medium Intensity Runway Lighting) and no touchdown lights. The on-line website of AirNav.com (airport guide), lists the runway markings as; "in poor condition."

The airplane wreckage was examined at the site on December 9-10, 2009. All major components of the airplane were accounted for at the scene. The airplane came to rest inverted on a heading of approximately 018 degrees, and about 750 feet east of runway 31. The wreckage path started near the first impact point, which was the top of a fence post. Several fence poles, along the double row wire fence, had either impact damage or were knocked down. Impact marks on the first fence pole were about 7 feet, 9 inches from the ground. The second fence pole (about 17 feet from the first), had impact marks, 5 feet, 6 inches from the ground. Additionally, about a 5-foot section of the right wing was located along the wreckage path near the second fence pole. A post crash fire consumed much of the cabin area; major components of the wreckage consisted of the engine, the empennage, pieces of the wings, and the burnt fuselage.

The impact site/wreckage path was along the airport's east side perimeter road and fence line. The wreckage path from the airplane's right wing section, continued for about 95 feet. The area, except for the road, was covered with small trees or bushes. A section of the wire fence was entangled in the airplane's wreckage and lead back to the fence line.

The engine was inverted and from the firewall forward appeared to exhibit relatively minor heat/fire and impact damage.

The main landing gear were extended; the nose wheel had separated from the fuselage and found along the wreckage path. The right flap appeared to be down about 12.5 degrees, corresponding to the 1st notch flap setting. About a 4-foot section of the aft fuselage and tail surfaces were attached and exhibited only minor heat and impact damage. Control continuity for the elevators were established to the control column, along with continuity from the rudder to the front of the airplane; sections of the aileron controls to the flight controls was established to the front cabin area; parts of the controls including the left aileron bellcrank had been consumed in the fire.

The propeller remained attached to the engine crankshaft flange. The spinner had impact marks consistent with a metal fence post. One propeller blade had a "forward" curve starting about three-quarters out from the hub. Additionally, the blade displayed 3 large gouges in the leading edge, approximately 8 inches from the hub. The other blade exhibited a slight gentle curve towards the non-cambered side; several nicks and scratches were noted on the blade near the tip.

The on-site examination of the engine/airframe failed to identify any pre-impact malfunctions.

The Webb County Medical Examiner, Laredo, Texas, conducted an autopsy on the pilot on December 10, 2009. The cause of death was determined to be "carbon monoxide intoxication as a result of a fire." Also noted, "was significant heart disease, rendering him more susceptible to lower levels of carbon monoxide."

The FAA Toxicology Accident Research Library, Oklahoma City, Oklahoma, conducted toxicological testing. The pilot tested positive for carbon monoxide (12 %), cyanide (0.63 ug/ml), and Acetaminophen (13.05 ug/ml) in the blood.

The airplane's engine was removed from the airframe and shipped to the TCM engine test facility, and on March 9-10, 2009, the engine was examined under the supervision of the NTSB IIC, and technical representatives from Teledyne Continental Motors (TCM) and the Hawker Beechcraft Corporation.

In order to run the engine, several components were either replaced or removed. Those items mainly consisted of the engine mounts, engine driven fuel pump, starter and starter adapter. The engine was placed in an engine test cell. The engine was then fitted with a test propeller. The engine started and then ran for several minutes at various power (idle to full) settings. During the tests, the engine was able to produce rated horsepower, without hesitation or interruption.