N945PA

HISTORY OF FLIGHT

On September 10, 1995, at 1840 eastern daylight time, a Beech 65, N945PA, operated by the Peninsula Sky Diving Club, was destroyed by impact with a residence and postcrash fire, 2.5 miles east of the West Point Municipal Airport, West Point, Virginia. The airline transport rated pilot, 10 sports parachutists, and 1 resident of the house were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight conducted under 14 CFR Part 91.

The airplane had flown seven parachute jumping operations on this day, prior to the accident flight. After the seventh flight, the airplane was refueled using plastic jugs/cans, because the quantity of fuel in the underground storage tank was below the electric cutoff level. The fuel was pumped manually into these jugs. A pilot witness stated:

While refueling the aircraft for the last two jump runs for the day, the airport [fuel] pumps ran dry. It was suggested that we could by using a hand pump, get some more fuel from the airport tank. This we accomplished with several jumpers assisting. I put approximately five to seven gallons in the left tank that brought it to overflow full. I continued ...to ferry fuel containers from the pump to Nick [the pilot] to complete the refueling. The containers we used were clear plastic 2 gallon cans and one red four or five gallon container. After refueling I observed Nick emerge from under the right wing having sampled the fuel. I had already drained some from the left.

Another witness described how two jugs were used at first, and another one was found in the hanger. A small amount of liquid was in this jug. It smelled like fuel and was dumped prior to this jug being used for the refueling operation.

After refueling, the airplane was loaded with the sport parachutists, including two students. The pilot-witness stated:

After what seemed usual starting (the right engine taking three or four attempts before starting) the airplane taxied out and I heard a normal run up, with the props going out of phase enough times to suggest mag and prop checks.

The airplane taxied to runway 09 and initiated the takeoff. Several witnesses, with aviation backgrounds, observed the airplane take off from the uncontrolled airport and commence its climb. They reported that, after becoming airborne, they heard unusual engine noises, indicative of a rough running engine. One witness (a pilot familiar with the airplane) stated:

...the aircraft had reached the tree line at the east end of the field, the right engine began making rhythmic throbbing noises which lasted for approximately 3-5 seconds. During the period of engine roughness, the aircraft appeared to level off. When the unusual engine noises ceased, the aircraft resumed its climb. (At the time the noises first began the approximate altitude of the aircraft was 200-250 feet)....Following the start of the second period of engine noise...only one engine could be heard....The aircraft...began a flat turn to the south [right turn]....the aircraft rolled abruptly right to a bank angle of between 70 and 80 degrees and maintained that attitude and angle of descent until it disappeared below the tree line...

A pilot, who had received training on flights in this airplane prior to the accident flight, also witnessed the takeoff. He said that he heard the engine noise stop for about 4 seconds and then resume. He observed a black/mist smoke trailing the airplane. He thought that the airplane entered a shallow right turn that gradually increased to seventy to eighty degrees; then, suddenly rolled into a forty degree left bank and forty five degree nose down attitude.

The accident occurred during the hours of daylight, about 37 degrees, 31 minutes north, 76 degrees, 42 minutes west.

PERSONNEL INFORMATION

The pilot held an Airline Transport Pilot Certificate, issued on March 18, 1992. He also held an FAA First Class Airman Medical Certificate, dated June 26, 1995, with no limitations.

The pilot's logbook indicated total flight time of 2980 hours, with 462 hours in the BE-65 model airplane. He had logged 95 hours in the 90 day period prior to the accident.

The pilot had flown 10 parachute jumping flights in this airplane the day prior to the accident. The accident flight was his eighth flight that day in the same airplane. One more flight was planned to be flown that day.

AIRCRAFT INFORMATION

MAINTENANCE RECORDS

The NTSB Maintenance Records Group Chairman's Factual Report stated the following:

Safety Board records indicate that on November 16, 1975,...the airplane [N945PA] crashed...[in] Minnesota. ...The airplane was described by the [NTSB] report as destroyed....According to FAA records, on June 30, 1976, the airplane was sold for salvage...for $1.00.... On November 9, 1976, [name] registered the airplane with the FAA....on May 9, 1995, the airplane was sold to [current owners] for $49,500.

The airplane's registration was changed from N19CR to N945PA on September 5, 1995, at the request of the current owners.

Aircraft maintenance records did not indicate when the cabin seats were removed, but an FAA Form 337 showed floor-mounted seatbelts installed on October 16, 1990. The form stated that the aircraft weight and balance had been recalculated and logbook records updated. No such weight and balance figures were found in the logbooks.

Additional modifications were made in May and June 1995 and Forms 337 submitted. An outside handrail and steps were added to the aircraft for sport parachuting operations. The Form 337s stated that weight and balance had been recalculated and records updated; however, no entries were made in the airframe logbook.

AIRPLANE CONFIGURATION

The airplane was configured for sport parachute operations, which included the removal of the passenger seats and the aft boarding door, located on the left side of the fuselage.

The investigation revealed that this model airplane was not on the eligibility list for flight with the cabin door removed. The Type Certificate Data Sheet for certain Beech 65 series airplanes listed several models as eligible for such door removal, but the Beech Model 65 was not one of those airplanes.

A Flight Manual Supplement that appeared to authorize such door removal was provided to investigators by the operator. Examination of this document revealed that it had been altered by an unknown person. There were no records of this model having been flight tested and authorized for such door removal.

FUEL SAMPLE

A sample of fuel, from the tank used to refuel the accident airplane, was obtained by FAA Inspectors from airport personnel. The sample was in a plastic jug and was excess fuel obtained during the refueling of accident airplane. Investigators examined this sample visually and concluded that there was no observable quantity of water or contaminants.

WEIGHT & BALANCE

Investigators determined the weight of the jumpers from individual registration forms completed by the occupants. The same type of equipment worn by each jumper was weighed by FAA investigators, using scales. The weight & balance figures for the airplane were the best available from a review of maintenance records provided by the operator during the investigation.

The occupant positions at the time of departure were provided by the Peninsula Sky Diving Club members to the Virginia State Police and confirmed by the Safety Board Investigators. An FAA Form 337 was filed on May 25, 1995, which described the seat belt installations on this airplane. The positions of the occupants as provided to the investigators indicated that one occupant was seated opposite the open cabin door, which does not show a seat belt at that location. This seating resulted in three jumpers on the left side of the airplane and five on the right side. One jumper was in the co-pilot's seat, and the other jumper was in the middle of the front passenger row.

The positions of the occupants after the impact was determined by the medical examiner. Pre-impact occupant positions could not be confirmed by this method.

Based on these positions and the weights as provided, the following weight & balance calculations were determined:

Maximum Allowable Takeoff Gross Weight.................7700.0 lbs

Calculated Gross Weight at time of accident............7869.6 lbs

Center of Gravity (CG) Range...................149.90" to 158.40"

Calculated CG of N945PA at time of accident...............161.27"

WRECKAGE

The wreckage was examined at the accident site on September 11 and 12, 1995. It was then moved to a hanger at the West Point Municipal Airport and examined on September 12, 1995. The airplane wreckage was confined to the rear of a residence and the immediate yard area.

The Safety Board Airworthiness Group Chairman's Factual Report stated:

The...airplane came to rest, in the upright position, at the rear of the residence...The residence was destroyed by postimpact fire....A large oak tree in the front of the yard of the residence exhibited burned and dead leaves 50 feet above the ground and an automobile parked behind the residence was destroyed by postcrash fire. The fuselage, cockpit, left wing, and right horizontal stabilizer were consumed by postimpact fire. The airplane wreckage was oriented with the nose of the airplane on a magnetic heading of 080 degrees....The examination of the airplane wreckage revealed no eviden...