N6600

HISTORY OF FLIGHT

On April 23, 1999, about 1800 central daylight time, a Beech B95A, N6600, purchased on April 9, 1999, by U.S. Air Salvage, collided with trees during a forced landing near Fountain, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 ferry flight. The airplane was destroyed and the private-rated pilot, the sole occupant, was fatally injured. The flight originated at 1734, from the Panama City-Bay County International Airport, Panama City, Florida.

The landing gears were braced down and no radios were installed in the accident airplane when the flight departed. The accident airplane and another airplane (N5720K) planned to depart as a flight of two. The pilot of N5720K, who was the accident pilot's father, planned to communicate to air traffic control for both flights.

According to a transcription of communications with the Panama City-Bay County International Airport Air Traffic Control (ATC) Tower, at 1729.55, the pilot of N5720K contacted the ground controller and reported "yes sir we're a bonanza on the north end of the field and we're operating with november six six zero zero he doesn't have radios." The pilot of N5720K also advised the ground controller that he would like to taxi out in front of the accident airplane, but it would be the first to depart. The controller questioned the pilot about the direction of flight after departure and after responding, the controller cleared the flight to taxi to runway 23. At 1731.46, the controller contacted the pilot of N5720K and asked "bonanza two zero kilo understand the ah travelair is going to be departing prior to you" to which the pilot responded "unable to decipher." Four seconds later the controller contacted the pilot and stated "roger you all got the ah signals worked up for him to depart" to which the pilot responded "yeah when i face him he's ready to go." The controller acknowledged that transmission and at 1733.56, the pilot of N5720K contacted the local controller and reported "tower two zero kilo and six six zero zero are ready to go." The controller cleared the flight to takeoff with a left turn to the north after departure. At 1734.15, the pilot of N5720K reported "two zero kilo ah left turn out." The local controller again cleared the flight to takeoff and at 1734.31, the pilot of N5720K responded "six six hundred is ready to go first." The local controller advised the pilot "roger he's cleared as well." At 1737.10, the controller advised the pilot that a frequency change was approved and suggested that he contact Tyndall tower and provided the appropriate frequency. The pilot acknowledged this and there were no further communications with the pilot of N5720K with the Panama City Air Traffic Control Tower.

According to the accident pilot's father, after departure, the accident pilot motioned to him by visual signals that he needed to land the airplane. He observed that the accident pilot had landed and flew over that area. He noted the crash site, landed in a nearby field, then proceeded to the accident site.

Another witness who was flying in N5720K reported that after takeoff, the accident airplane was flying behind and at a lower altitude than the altitude they were flying at (2,500 feet). He observed that they were flying above a 4-lane highway and about 10-15 minutes into the flight, the accident airplane climbed to the altitude they were flying at and was at their 9 o'clock position. At this time he observed the flashing of the gear lights and "...we knew he was having problems." He observed the accident pilot motioning with his hand that he needed to land the airplane and both occupants in N5720K responded by hand signals that they understood. The pilot of the airplane he was a passenger in began to turn to the right toward an airport that was located approximately 28 miles away but he noticed that the accident airplane was not following. He noticed that the accident pilot continued to flash the lights and use hand signals, which was acknowledged by dipping the wings. The accident airplane then flew under their airplane flying at about their 4 o'clock position, then he noticed that the accident airplane was losing altitude. The airplane continued to lose altitude and he observed that the airplane was just above trees, then below them. He observed a cloud of dust and after flying over the area, they spotted the wreckage.

PERSONNEL INFORMATION

According to Federal Aviation Administration (FAA) records, the accident pilot did not hold an airframe and/or powerplant mechanic certificate. The FAA records also indicate that his airman certificate was suspended for 180 days, effective February 9, 1996. The suspension was due to the fact that the pilot operated a multiengine airplane without holding a multiengine class rating, and for operating an unairworthy airplane on a ferry flight from Laredo, Texas, to Jackson, Mississippi, on or about September 27, 1995. According to FAA personnel, after landing in Jackson, Mississippi, the location of a FAA Flight Standards District Office (FSDO); a FAA Airworthiness Inspector examined the airplane and noted incorrectly installed propellers, no propeller spinners were installed, the nose gear damper mount flange was cracked half way through, the left steering cable was chafing on loose pulley and bracket, the registration number tape was peeling off, metal pipes, automobile hose clamps and rubber straps were utilized to brace the nose landing gear, a large nick was noted in the right propeller tip, a floor panel was missing behind the pilot's seat, and records were unavailable to prove compliance with Airworthiness Directives.

Review of the pilot's pilot logbook revealed the first entry indicated that his original logbook was lost and all times were approximate. The total flight time carried forward was listed as 150 hours, all of that flight time was in single engine land type airplanes. The first page of the logbook does not indicate any multiengine time carried forward; and the first 4 pages of the logbook do not indicate the year of entry. The fifth page of the logbook which is also the last page with flight time entries, indicates the year to be 1997, with the last entry dated November 19. That entry indicated that he satisfactory passed his multiengine flight test. No determination could be made as to his total flight time since the last logged flight on November 19, 1997. His total logged multiengine flight time was documented to be approximately 41 hours.

AIRCRAFT INFORMATION

Review of the aircraft maintenance records revealed that on October 16, 1998, the airplane was inspected in accordance with an annual inspection. On October 17, 1998, while being operated by the aircraft owner, the nose and left main landing gears collapsed on landing at the Panama City-Bay County International Airport, Panama City, Florida. As a result, both propellers were damaged, along with damage to the leading edge of the right wing between the fuselage and the inboard section of the engine nacelle. An inspection of the airplane was performed for the insurance adjuster only for a repair estimate following the incident by personnel from a fixed base operator (FBO) located on the airport. The inspection determined that both propellers were damaged as well as the right wing. No repairs or further inspections were performed to the airplane by personnel of the FBO that inspected the airplane. The airplane remained outside on the ramp from the date of recovery to the day of the accident with the exception of an approximate 1 week period that the airplane was inside a hangar for the inspection. A company by the name of U.S. Air Salvage located in Johnson City, Tennessee, purchased the airplane from the insurance company on April 9, 1999.

According to Mark W. Trent, he is a friend of the accident pilot and is not a FAA certificated airframe or powerplant mechanic. On the day of the accident, he was a passenger in another airplane occupied by the accident pilot and the accident pilot's father. They flew to the Panama City Airport and as later determined by Air Traffic Control, landed at 1311 hours. The replacement propellers were in the airplane with them. After arriving, he observed the accident airplane parked on the ramp; the accident pilot's father removed the left propeller which had been previously damaged, and installed a replacement propeller on the left engine, with the help of the accident pilot. Mr. Trent removed the right propeller which also had been previously damaged and installed a replacement propeller on the right engine, also with the help of the accident pilot. The replacement propellers were provided by U.S. Air Salvage. Following the removal and replacement of the propellers on the ramp, Mr. Trent added 3 quarts of oil to the left engine which brought the oil level to the full mark, and the accident pilot added 3 quarts of oil to the right engine. He was not sure if the accident pilot's father further inspected the airplane following the removal and installation of the propeller but did report that the accident pilot inspected the airplane. Additionally, a commercial battery purchased at Wal-mart was installed in the accident airplane before the flight departed.

A Special Flight Permit was issued by an FAA Airworthiness Inspector on April 14, 1999, and sent via facsimile to the accident pilot's attention. The permit which was documented to expire 10 days from the date of issue or upon arrival at destination, whichever occurs first, allowed the accident airplane to be flown from Panama City-Bay County International Airport to Tri-Cities Regional TN/VA Airport. The operating limitations listed in the Special Flight Permit included a statement which indicated "An inspection to determine if the aircraft is safe for th...