N8148R

HISTORY OF FLIGHT

On September 23, 2006, at 1300 central daylight time, a Beech F-33A, N8148R, registered to CJ Aviation LLC, operating as a 14 CFR Part 91 sightseeing flight, at the Wings and Wheels 2006 Air Show, collided with the ground and an airport perimeter fence after departing Shelby County Airport, Alabaster, Alabama. Visual meteorological conditions prevailed and no flight plan was filed. The airplane received substantial damage. The private pilot and two passengers were fatally injured. The flight was originating at the time of the accident.

Witnesses stated they observed the airplane on take off from runway 15, and on initial takeoff climb. The airplane climbed between 100 to 200 feet on runway heading before they heard the engine sputter, stop, and start again. The nose of the airplane pitched down to a level attitude, and the engine started and stopped. The airplane was observed to start a steep left turn estimated between 45-degrees to a 100-degree angle of bank. The nose of the airplane pitched down and disappeared from view. Two witnesses stated the airplane leveled out and collided with the ground.

PERSONNEL INFORMATION

Review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed the private pilot was issued a private pilot certificate on September 14, 2005, with ratings for airplane single engine land, airplane single engine sea, and instrument airplane.

The pilot signed a Pilot's Participants Statement and provided it to the FAA before the air show at Shelby County Airport indicating his last flight review was on September 14, 2005. Review of a copy of the pilot's No.1 logbook provided by a family member revealed the pilot had recorded 251.30 total hours in the BE-36 of which 248.6 hours were as pilot-in-command. Review of the pilot's logbook No. 2 revealed his last recorded flight was on August 26, 2006. The pilot recorded in the logbook that he had 940 total flight hours of which .7 hours were in the Beech BE-33 in the last 30 days, and 3.1 hours were flown in the last 90 days. The pilot held a third-class medical certificate issued on September 2, 2005, with the restriction "must wear corrective lenses." The pilot was issued a Statement of Demonstrated Ability by the FAA on June 6, 1996, with physical defects for, "no useful vision right eye."

AIRCRAFT INFORMATION

Review of the airplane logbooks revealed the last annual/100 hour inspection was conducted on June 5, 2006. The tachometer was 2,488.64 hours and the Hobbs time was 632 hours. The tachometer at the crash site was 2,512.37 hours and the Hobbs time was 661.0 hours. The airplane has flown 23.73 hours since the annual/100 hour inspection. Teledyne Continental Motors rebuilt the engine, on October 1, 1999, and the engine was zero timed. The engine has 361.2 total hours since it was rebuilt. The airframe has 9,839.96 hours at the time of the accident.

Review of refueling records revealed the airplane was refueled on August 22, 2006, at Shelby Air LLC, Alabaster, Alabama, with 20 gallons of 100 low lead fuel.

A friend of the pilot stated he flew to Sylacauga, Alabama, with the pilot on September 22, 2006, and the airplane was not refueled at Sylacauga. The friend thought the left fuel gauge was on empty, and the right fuel gauge indicated half full. No entry of the flight was recorded in the pilot's logbook.

The Pilot's Operating Handbook states in Section 7, System Description, on page 7-26, that the total fuel capacity is 80 gallons of which 74 gallons of fuel are useable.

The lead pilot for Birmingham Aero Club who was in charge of the air rides at the air show stated the deceased pilot was one of the pilot's assigned to conduct the sightseeing air rides. The pilot flew 3 flights prior to the accident. The flights lasted about 10 minutes with out shutting the airplane engine down in between each flight.

The Memorandum for Birmingham Aero Club dated September 13, 2006, "Air Rides Procedures for 2006-Applicable To Both Runways states, "This year, we will fly a different route. It will essentially be an extra large pattern that is designed to produce a 15 minute circuit from the ramp back to the ramp." The Memorandum states in the Air Ride Route, "All headings are actually desired track-make necessary wind corrections and this route will yield a flight of approximately 10 minutes. Maintain at least 90 seconds between departures of air ride aircraft for spacing. Fly the route at 130 KIAS at 2,000 MSL."

A participant who flew on a flight with her daughter and another male passenger stated she was looking at the instrument panel before they took off. A fuel gauge indicated the fuel tank was in the yellow range. When asked if she observed the other fuel tank she stated no. Three other occupants who flew with the pilot stated the boyfriend of one of the occupants observed the left main fuel gauge was empty, and the right fuel gauge indicated less than a quarter of a tank. The boyfriend stated he tapped the pilot on the shoulder before they departed, and asked the pilot if they had enough fuel for the flight. The pilot did not respond to the question. The boyfriend figured the pilot could not hear him due to wearing a head set. Another participant who was on the last flight before the accident stated his grandson asked the pilot if they had a full tank of gas before they departed. The pilot responded, "no but we have plenty of gas." During the flight the pilot informed them that he had one more flight to fly before the air show started. All of the participants who were interviewed stated neither the pilot nor ground personnel provided them with a briefing before departing on their flight.

Review of the Beechcraft Bonanza F33A Pilot Operating Handbook states in Section II, Limitations, on page 2-22, "Do not take off if fuel quantity gages indicate in the yellow band or with less than 13 gallons in each main tank."

Review of the Beech Pilot Operating Handbook, Section 5, Performance, page 5-20, Time, Fuel, And Distance To Climb Chart, states at 30-degrees centigrade, 1,000 feet pressure altitude, and with approximately 5 minutes to climb to the cruising altitude of 2,000 feet, the airplane will burn about 2 gallons of fuel per take off. The chart states at 30-degrees centigrade, 2,000 feet pressure altitude, the airplane will burn 19.2 gallons of fuel per hour.

METEOROLOGICAL INFORMATION

The Shelby County Airport, Alabaster, Alabama, 1253 surface weather observation was wind 180-degrees at 8 knots, gusting to 15 knots, visibility 10 miles, scattered clouds at 3,500 feet and overcast clouds at 14,000 feet, temperature 88-degrees Fahrenheit, dew point temperature 73-degrees Fahrenheit, and altimeter 30.01.

WRECKAGE AND IMPACT INFORMATION

The wreckage was located in an open field located adjacent to Airport Marine Inc., 424 Highway 87, Alabaster, Alabama. The airplane collided with the ground on Shelby County Airport property on a heading of 091degrees magnetic, 370 feet from the departure end of runway 15. The airplane went through a perimeter chain link fence 410 feet from the departure end of runway 15, and came to rest on a heading of 180 degrees magnetic off airport property.

Examination of the airplane revealed the engine was separated from the engine firewall with the engine mounts attached and the engine was displaced to the left. The upper engine cowling was damaged and separated. The lower engine cowling remained in place and was damaged. The engine was removed from the airframe for further examination, and no fuel was present in the fuel lines.

The propeller assembly separated from the propeller crankshaft flange. The spinner remained attached to the propeller spinner bulkhead, was damaged, and there was no evidence of rotation. One propeller blade remained attached in the propeller hub. No "s" bending was present on the propeller blade, and chord wise scarring was present on the propeller tip. Another propeller blade was loose in the propeller hub. The propeller blade was bent inward towards the non-cambered side and no "s" bending was present. Nicks were present on the leading edge, and chord wise scarring was present on the propeller tip. The remaining propeller blade was loose in the propeller hub. The propeller blade was bent towards the non-cambered side 20 inches outboard of the propeller hub, and "s" bending was present. Chord wise scarring was present at midspan extending outboard to the propeller tip.

Examination of the cabin area revealed the cabin roof was compressed downward from the windshield extending aft to the baggage compartment. The windshield was broken and the left pilot and right front passenger side windows were not damaged. The right forward cabin doorpost was compressed downward at the doorpost. The lower doorframe was deformed. The "A" pillar and aft doorframe was not deformed. The cabin door was open. The upper, aft, and lower cabin door latches were extended and deformed. The cabin floor was compressed upward at the firewall and extended aft to the rear passenger seats. Continuity of the flight controls was confirmed from both rudder pedals and both control wheels extending aft to all flight control surfaces. The nose landing gear was in the retracted position. No browning of vegetation was present on the ground.

The glare shield separated from the instrument panel. The top of the instrument panel was deflected forward to the engine firewall. The fuel selector valve was in the right main fuel tank position.

The pilot seat remained attached to the pilot seat track and the pilot lap belt was in use. The front seat passenger seat remained attached to the seat track and the lap belt was in use. The right rear passenger seat remained attached to the seat track and the lap belt was in use. The left rear seat remained attached to the seat track and the lap belt was not in use. No shoulder harnesses were installed in the airplane.

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