N41VC

History of Flight

On August 12, 1997, at 1153 central daylight time, a Beech BE-65-A90, N41VC, operated by South Texas Aircraft, Inc., was destroyed when it impacted terrain 1/4 mile from the Alice International Airport, Alice, Texas. Witnesses reported that that airplane departed runway 13 but did not climb more than 200 feet above ground level (agl). The airplane entered a shallow left turn and completed about 210 degrees of heading change before it impacted a field near the approach end of runway 26. The pilot, copilot, and two passengers were fatally injured. The 14 CFR Part 91 flight departed Alice, Texas, on a local flight as part of aircraft sales pre-buy flight. Visual meteorological conditions prevailed and no flight plan had been filed.

A service lineman at the airport reported seeing the pilot in the left seat of the aircraft as it taxied from the aircraft ramp to the run-up area of runway 13.

A witness who was performing a pre-flight on an aircraft located at the aircraft ramp reported that he observed the airplane during takeoff until it impacted the ground. He reported that the airplane was in the run-up area of runway 13 for 10 to 15 minutes doing its ground checks. He reported that the airplane lifted off the ground about 400 feet prior to the intersection of runway 13 and runway 17 (A ground roll of about 2,800 feet). He reported that the landing gear were retracted between 20 to 50 feet agl. He reported that the engines sounded like they were running at high power, but the airplane did not accelerate or climb normally. He reported the airplane did not climb more than 200 feet agl and the airspeed was slow and "mushy." He reported the airplane entered a shallow left turn at the end of runway 13. He described the turn as a pedal turn with the wings level, and not a coordinated 5 degree angle of bank turn. He watched the airplane continue the left turn when the right wing went up and the nose of the airplane dropped to a 20 to 30 degrees nose down attitude. The airplane went behind a line of 20 foot trees and then impacted the ground.

A cropduster pilot who was located about 1,200 feet from the approach end of runway 26 reported he had seen the accident. He reported that he observed the airplane in a left turn coming toward runway 26. He reported the airplane was about 40 to 50 feet agl. He reported that he thought the pilot was making a low pass over runway 26 because the landing gear were up. He reported that the engine noise was steady and normal. He reported that he saw the airplane suddenly turn with the right wing going straight up. He reported that the nose went up higher than the tail, and then the airplane went straight down impacting the ground with the left wingtip. He reported that a ball of fire went straight up after the airplane impacted the ground.

Personnel Information

The pilot held a commercial pilot certificate with single engine land, multi-engine land, and airplane instrument ratings. The total flight hours reported to the Federal Aviation Administration on November 11, 1995, was 17,710 hours. The pilot's logbook was not recovered and no records were produced that indicated the pilot's recent flight history. Witnesses reported that he was current and flew often during the course of operating his business, South Texas Aircraft, Inc. In 1992 the pilot had obtained an Airframe and Powerplants mechanic rating.

The co-pilot held an airline transport pilot (ATP) certificate with ATP rating in multi-engine land and a commercial rating in single engine land aircraft. He held ATP type ratings in five jet aircraft. The total flight hours reported to the Federal Aviation Administration on October 17, 1996, was 35,000 hours. The pilot's logbook was not recovered. Recent records indicated he was current and qualified in a Cessna Citation 500 and a Beech Baron.

Aircraft Information

The airplane was a twin engine Beech BE-65-A90, King Air, serial number 242. The airplane seated 11 and had a gross weight of 9,300 pounds. The engines were 550 horsepower Pratt and Whitney PT6A-20 engines. The airplane was on an Approved Inspection Program (AIP) and was last inspected on January 24, 1997. The total airframe time was 7,249.6 hours, and had flown 5.1 hours since the last inspection.

The owner of the airplane, Allegro Aviation, had purchased the airplane in 1993.

On January 15, 1994, the airplane was put on an AIP maintenance inspection program. The airplane was operated and maintained by South Texas Aircraft, which was owned and operated by the pilot.

On May 3, 1994, the airplane underwent a 150 hour maintenance inspection. The total time on the aircraft was 7235.5 hours. The airplane flew 14.1 hours from May 3, 1994, until the day of the accident on August 12, 1997.

On November 15, 1995, the airplane was inspected as part of the AIP inspection program. The total time on the aircraft was 7243.4. It had flown 7.9 hours since the previous inspection.

The president of Allegro Aviation reported that in May of 1996, a decision was made that the airplane was no longer needed and that it should be sold. He reported that he and the owner of South Texas Aircraft agreed to swap engines on their respective airplanes before the airplane was sold.

On June 4, 1996, the left and right engines from the pilot owned Beech B90, King Air, N14V, serial number 411 (s/n 411), were removed from s/n 411 for installation on the Beech A90, King Air, N41VC, serial number 242 (s/n 242). The engines on s/n 411 were PT6A-20 (-20) engines, which were the model engines originally equipped on the aircraft. The engines on s/n 242 were PT6A-28 engines. The -28 engines were newer and more powerful engines. They had been installed on s/n 242 in 1992.

On December 13, 1996, the -20 engines were installed on s/n 242. The total time on the airframe was 7,244.3 hours. The left and right -20 engines had 3,438 hours since new, and 206 hours since a hot section inspection had been performed. The engines scheduled TBO was 3,500 hours.

The left and right propellers were overhauled in April 1996 and installed on the -20 engines on December 13, 1996. At the time of the accident, the propellers had 5.1 hours since major overhaul.

On January 24, 1997, the aircraft underwent an AIP maintenance inspection. The total time on the aircraft was 7,244.5 hours. It had not flown since the engines and propellers had been installed on December 13, 1996.

On January 25, 1997, the aircraft logbook entry stated, "Removed engine mounted secondary low pitch stop hardware for parts replacement."

On May 28, 1997, the airplane underwent maintenance for its five year maintenance items, which included:

1. Landing gear, drag braces, actuators.

2. Gear motor and clutch assembly.

3. Flap actuators.

4. Governors: left and right primary and overspeed governors.

5. Heater, Stewart-Werner, overhauled.

6. Oxygen bottle, certification.

7. Oxygen regulator, overhauled.

On May 28, 1997, the airplane also received maintenance for its IFR Certification which included the altimeters, encoders, and static system.

The total aircraft time on May 28, 1997, was 7,246.8 hours. It had flown 2.3 hours since the last inspection on January 24, 1997.

On June 24, 1997, the heater was repaired. The total time on the aircraft was 7,247.7 hours. It had flown 0.9 hours since May 28, 1997.

On July 28, 2997, the mechanic had sent a fax to a Technical Service Representative from Raytheon Aircraft's Technical Support. The faxed transmission contained the following information concerning s/n 242:

"11-6-92 -20 engines removed, -28 engines installed, engine mounted secondary low pitch stop hardware removed, all other wiring and components left intact.

CURRENT -20 engines reinstalled, trying to determine what we need to reactivate secondary low pitch stop system, if possible using existing installation."

The airframe logbook from s/n 411 indicated that on August 5, 1997, the secondary low pitch stop components were removed from the aircraft. The removed components that were listed in the logbook entry included the control box, relay board, and engine mounted hardware. The mechanic wrote, "System is inoperative" at the end of the logbook entry for s/n 411.

On August 9, 1997, the left and right engine logbooks for s/n 242 indicated that the propeller low pitch stops and the propeller reversing function were rigged in accordance with applicable King Air 90 maintenance instructions. Also, the Airworthiness Directive (AD) 80-04-02, which required that the reverse clevis thread engagement be checked, was complied with. The total time on the aircraft was 7,249.6 hours. It had flown 1.9 hours since June 24, 1997.

The August 9, 1997, s/n 242's logbook entry read, "Rigged prop low pitch and reverse in accorance with applicable instructions in King Air 90 Maintenance Manual Chapter 76. Complied with AD 80-04-02. Reverse control clevis thread engagement. Ran up, function tested satisfactorily.".

On August 9, 1997, the mechanic completed a FAA Form 337 for Major Repair and Alteration. The description of work accomplished stated the following information:

"8-9-98, N41VC, LJ-242, 7249.6TT. Replaced existing propeller secondary low pitch stop system with updated system removed from LJ-411. The following components were installed:

1. 50-329015-1 Switch bracket, 2 ea, engine mounted.

2. 50-329025 Switch carriage, 2 ea, engine mounted.

3. 50-329019 Arm swivel pin, 2 ea, engine mounted.

4. 50-329017 Arm assembly, 2 ea, engine mounted.

5. 1-899-15 Proximity switch, 2 ea, engine mounted.

6. 50-364431-611 Control box, fuselage mounted, C/L FS 146.00

7. No number Relay panel, fuselage mounted, C/L FS 149.00

8. MS3106A10SL4S Connector plug, prop gov, 2 ea, engine mounted.

9. M12P-LS12N Connector plug, control box

Existing wiring, circuit breaker, and power lever switc...