N9318QBeech F33A · 1971

On November 19, 2015, about 1544 eastern standard time, a Beech F33A, N9318Q, impacted the Titicus Reservoir near North Salem, New York, while on approach to Danbury Municipal Airport (DXR), Danbury, Connecticut. The private pilot and passenger were fatally injured. The airplane was registered to the pilot and operated as a 14 Code of Federal Regulations Part 91 personal flight. Instrument meteorological conditions (IMC) prevailed at the airport at the time of the accident. The flight originated from Mid-Ohio Valley Regional Airport (PKB), Parkersburg, West Virginia, about 1325.

The flight had originally departed from Tunica Municipal Airport (UTA), Tunica, Mississippi, earlier that day. Before departing UTA, the pilot contacted a flight service station and obtained a full weather briefing for the entire flight from UTA to DXR, with an intermediary stop at PKB. The pilot flew to PKB without incident, and topped off his fuel tanks with 70.6 gallons of 100 LL fuel before departing for DXR.

A review of air traffic control (ATC) communications after the pilot departed PKB revealed he was vectored to and cleared for the LOC RWY 8 approach into DXR. He also told air traffic control that he was aware DXR was reporting IMC prior to starting his approach into the airport. At 1539:13, the pilot acknowledged the clearance. About two minutes later, as the controller was preparing to terminate radar services and transfer communications, he noticed the airplane was in a descending right turn away from the airport and asked the pilot if he was established on the approach. The pilot did not respond. The controller attempted to contact the pilot several more times, but there was no response.

A review of radar data revealed that the airplane descended to an altitude of 1,500 ft and reached a ground speed of 160 knots before it began a climb to 2,400 ft on a westerly ground track. During the climb, the airplane's ground speed slowed to 120 knots. Several seconds later, the airplane descended to an altitude of 2,000 ft and a ground speed of 90 knots before the radar data ended. An initial search for the airplane was not conducted due to poor weather conditions. Airplane debris were located the following day on the shoreline of the Titicus Reservoir, about 8 miles southwest of the airport.

A witness, who was a certificated pilot, observed the airplane while driving near the airport. She stated that the airplane was flying "too high" and turning in different directions not consistent with an approach to the airport. The witness did not see the airplane crash and contacted authorities shortly after she learned of the accident.

The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His last Federal Aviation Administration (FAA) third-class medical was issued on May 19, 2015. At that time, he reported a total of 1,940 total hours of flight experience, 25 hours of which were accumulated in the preceding 6 months. The pilot's logbooks were never recovered, and a total history of his flight experience and currency were not obtained.

Weather reported at the DXR at 1553, was wind from 140 degrees at 6 knots, visibility 1.25-miles, light rain, mist, overcast ceiling 900 ft, temperature 14 degrees, dewpoint 12 degrees, and a barometric altimeter setting of 30.09 in Hg, with remarks that the ceiling was variable between 600 and 1,200 ft.

The airplane impacted the Titicus reservoir and fragmented into several sections. These sections were found dispersed over several hundred yards in the cold and murky water. After an extensive underwater recovery, about 90-percent of the wreckage was recovered and examined.

Examination of the airframe revealed all major flight control surfaces were accounted for and there was no evidence of an in-flight break-up or in-flight fire. The flaps were still attached to the wings, but the flap actuator and cables were not recovered. The lower left wing bath-tub fitting was not found in the wreckage. Flight continuity was established for the elevator and rudder to the cockpit area.

The fuel selector was positioned to the right fuel tank, and some fuel was still present in the tank. The fuel gascolator was not recovered. Both fuel tip tanks were recovered and had ruptured due to impact.

Only a partial section of the cockpit panel was recovered. The throttle, mixture, and propeller controls were all in the full forward position. The landing gear handle was in the up/locked position.

Both the engine and the propeller were recovered. Examination of the engine revealed each of the cylinders remained attached to the engine and the oil pan was torn from the engine. The top spark plugs were removed and exhibited normal wear when compared to the Champion Check-A-Plug chart. All but the No. 4 fuel injector was removed and each was filled with water and dirt.

The fuel pump was intact but could not be rotated. The pump was disassembled and sediment and corrosion were observed.

The fuel manifold was removed and disassembled. A large amount of sediment was observed on the screen and in the manifold chamber.

The magnetos had separated from the engine and would not rotate due to water damage. Each unit was disassembled and no anomalies were noted to the points or distributor gears. The throttle body was examined and the butterfly valve was in the full-open position. The mixture arm moved freely and the screen was absent of debris.

The vacuum pump remained attached to the engine. The pump was disassembled and the interior exhibited sediment and corrosion. Two of the vanes were locked into the drum due to corrosion; however, the other four vanes were not. Each of the vanes were undamaged.

The engine could not be rotated due to rust and water contamination. A lighted borescope was used to view the interior of each cylinder and no anomalies were noted.

All three blades of the propeller remained loose in the hub. The spinner was crushed around the hub. One blade was curled forward and the tip had separated. The second blade was bent aft and exhibited a gouge to the tip near the trailing edge. The third blade was bent aft and exhibited polishing and some damage near the tip. The spinner was crushed around the hub.

No mechanical deficiencies were observed with the airplane or engine that would have precluded normal operation at the time of the accident.

An autopsy was conducted by the Westchester County Department of Laboratories and Research, Westchester, New York.

Toxicological testing was conducted by the FAA's Civil Aerospace Medical Institute, Oklahoma City, Oklahoma. The results were negative for the presence of volatiles or drugs for all of the submitted samples.