N54NA

HISTORY OF FLIGHT

On July 19, 1995, at 1050 eastern daylight time, a Douglas DC-3, N54NA, was destroyed during a forced landing and post crash fire near Independence, New York. The airline transport pilot was fatally injured, and the co-pilot received serious injuries. Visual meteorological conditions prevailed, for the ferry flight that departed Elmira, New York, at 1020. A VFR flight plan had been filed for the flight conducted under 14 CFR Part 91.

The airplane's last annual maintenance inspection was performed in 1989. Except for 1.5 hours of maintenance flights conducted in June, 1995, the airplane had not flown for 5 years. A ferry permit, valid for 10 days, had been issued by the Portland Flight Standard District Office (FSDO), on June 30, 1995. The airplane was then purchased on July 3, 1995. The new owner/co-pilot and pilot-in-command (PIC), departed Bennington, Vermont, July 3, 1995, on a ferry flight, destined for El Paso, Texas.

After a 250 mile flight, the airplane landed in Elmira, New York, with a number 2 (right) engine problem. The co-pilot/owner of the airplane, and local maintenance personnel, examined the engine and determined that the number eight cylinder had a broken connecting rod.

The owner departed Elmira by commercial flight, and returned several days later with a replacement engine. The owner and three other personnel installed the replacement right engine.

On July 18, 1995, the right engine was started, and local maintenance personnel heard and observed the engine run at high power settings. They made similar observations of the propeller being cycled and feathered. A test flight was not observed by any personnel at the airport. On July 19, 1995, a second ferry permit was issued by the Rochester FSDO.

After departure from the Elmira-Corning Regional Airport (ELM), the pilot was advised by the ELM Air Traffic Control (ATC) Tower controller that he was in radar contact. The ATC controller also informed the pilot that his radar was not receiving the airplane's transponder, and requested the airplane's altitude. The pilot reported level at 2,500 feet.

At 1027, the controller advised the pilot that he had lost radar contact with the airplane, and that radar service was terminated. The controller also suggested that the pilot contact Cleveland Center in about 15 miles, for further advisories. The pilot acknowledged the Cleveland frequency and thanked the controller. That was the last radio transmission received from N54NA.

Witnesses near the accident site reported that they observed the airplane flying low along the valley, and heard the sounds of an engine backfiring. They observed the airplane fly very low over their barn in a westerly direction. One witness stated:

We were in the driveway when we heard this sound. We looked and saw a plane coming over the trees just missing them. It went by the barn almost hitting it. I saw blacky [sic] white smoke coming out of the left side engine.

In written statements provided by the owner/co-pilot, he stated that he was flying the airplane from the left seat, when the right engine developed a problem. This occurred about 20 minutes into the flight, at 2,500 feet. He further stated:

...The right engine was misfiring and vibrating severely. [The PIC] advanced the power on the left engine several times. I do not remember the settings. I was flying the aircraft. [The PIC] was checking the mags, fuel mixture, switched tanks in an attempt to troubleshoot the engine problem. I was in the left seat because [The PIC] was a DC-3 flight instructor and had told me he would just as soon fly from the right seat...After attempting to feather the right engine and realizing we were losing airspeed and altitude, [the PIC] said he would take over and try to land in the clearing ahead. The left engine was running close to full power and the right was dragging badly...Crossing the tree line [The PIC] was flying the aircraft...When we hit the trees I saw [the PIC] chop the power on the left throttle and pull back on the controls before we hit. Fuel tanks were full and running on front tanks. Left mixture in emergency position in hopes of getting a little more power out of the left engine and also to keep the engine cooler.

The airplane struck trees, landed in an open field, and was consumed by a post crash fire. The owner exited the airplane through the aft cargo door. A witness on the scene stated:

I went down to the plane. I saw a guy walking around the plane...I asked him how many other people were in the plane and he said just one...The main part of the plane was on fire. I saw someone trying to get [out] the right side window. He looked like he got stuck, because the window was to small...

The accident occurred during the hours of daylight approximately 42 degrees, 5 minutes north latitude, and 77 degrees, 54 minutes west longitude.

PERSONNEL INFORMATION

The pilot-in-command, Mr. Ruben G. Wayman, held an Airline Transport Pilot Certificate with a rating for airplane multi- engine land. He also held a Commercial Pilot Certificate with ratings for airplane single engine land, sea, and glider. Additionally, he held a Flight Instructor Certificate for airplane single and multi-engine land, glider, and instrument airplane.

His most recent Federal Aviation Administration (FAA) Second Class Medical Certificate was issued on May 1, 1995.

Mr. Wayman's pilot log book was not located. A review of his resume provided by a friend, revealed that he had accumulated over 12,500 hours of total flight experience, of which about 2,865 hours were in this make and model. Recent flight hours were not available; however, Mr. Wayman completed a 14 CFR Part 125 PIC proficiency check in the DC-3, on June 7, 1995. A review of Mr. Wayman's Airman Certification Records revealed that he was typed rated in the DC-3 on September 7, 1983.

The owner/co-pilot, Mr. Neil F. Stalder, held a Commercial Pilot Certificate with ratings for airplane single and multi- engine land, and instrument airplane. He was not type rated in the DC-3.

His most recent FAA First Class Medical Certificate was issued on October 18, 1994.

Mr. Stalder's pilot log book revealed that he had accumulated about 12,800 hours of total flight experience. It also revealed that all of Mr. Stalder's flight experience during the previous 12 months was in a Lear Jet.

AIRCRAFT INFORMATION

The airplane was purchased on July 3, 1995, from Business Air Inc., Bennington, Vermont. The airplane's last annual maintenance inspection was performed in December 1989. The last regular use of the airplane occurred during early 1990.

In preparation for the sale of the airplane, maintenance inspections were perform by Business Air mechanics. This included installation and rigging of the ailerons and trim system, visual and operational checks of the flight controls, visual checks of engines and accessories, pre-oiling of engines, installation of the right and left propellers, and engine ground checks. It also included three, 30 minute test flights, with a check and cleaning of the oil screen between each flight.

The airplane departed Bennington with all of the airplane's maintenance records aboard. The historical records were stored in the aft section of the airplane, and were burned extensively. The recent maintenance records were stored in forward cabin area, and were destroyed during the post crash fire.

WRECKAGE AND IMPACT INFORMATION

The airplane wreckage was examined at the accident site on July 19 and 20, 1995. The examination revealed that all major components of the airplane were accounted for at the scene. The airplane came to rest on an approximate magnetic bearing of 150 degrees, at a ground elevation of approximately 2,150 feet above mean sea level (MSL).

A line of 45 foot high trees was observed to be about 260 feet east of the main wreckage. The upper 20 feet was missing from 1 of the tree tops. In the vicinity of this tree, were other trees with numerous broken branches. A 10 foot long section, of a 10 inch diameter tree, was laying on the ground about 10 feet west of the tree line. A section of the airplane's right horizontal stabilizer and elevator were separated from the airplane, and located about 62 feet west of the tree line, in the direction of the main wreckage.

Two parallel ground scars, 107 and 112 feet respectively, began west of the tree line. The left and right ground scars were about 18 feet apart, and extended on a magnetic bearing of 275 degrees, in the direction of the wreckage. The ground scars began as flattened grass, and were approximately 12 inches wide.

The right ground scar extended about 10 feet, then widened into a dirt trench about 5 feet wide, until the trench faded back to compressed dirt, 160 feet from the tree line. Three perpendicular slash marks were observed in the ground, on the north side of the ground scar. The first slash was 121 feet from the tree line, alone the flattened grass scar. This slash extended to the north, and was about 3 feet long and 18 inches deep. The second slash mark was 124 feet from the tree line at the beginning of the dirt trench. It extended to the north, and was about 3 feet long and 18 inches deep. The third slash mark was 128 feet from the tree line, and also extended from the dirt trench to the north. The slash was about 2 feet long.

The left flattened grass ground scar extended for about 27 feet, then widened into a dirt trench about 5 feet wide, until the trench faded back to compressed grass, 164 feet from the tree line. No perpendicular slash marks were observed north or south of the ground scar. ...