N31AS

HISTORY OF FLIGHT

On July 4, 2010, approximately 0015 central daylight time, a Cessna 421B, twin-engine airplane, N31AS, operated by O'Hara Flying Service, and doing business as Air Ambulance Stat, was substantially damaged when it impacted terrain 1.3 miles nautical miles (nm) northeast of Alpine-Casparis Municipal Airport (KE38), Alpine, Texas. A post crash fire ensued. Dark night visual meteorological conditions prevailed at the time of the accident. The emergency medical services flight was being operated on an instrument flight rules flight plan under the provisions of 14 Code of Federal Regulations (CFR) Part 135. The airline transport pilot, two flight nurses, a patient, and a passenger were fatally injured. The cross-country flight was originating at the time of the accident and was en route to Odessa-Schlemeyer Field Airport (KODO), Odessa, Texas.

The Alpine Police Department took witness statements from four individuals. The National Transportation Safety Board (NTSB) Investigator in Charge (IIC) interviewed three witnesses. Two witnesses were located to the north and two witnesses were located to the south of the impact location. According to these witnesses, the airplane was flying low to the ground from west to east, as if it had just departed KE38. The witnesses added that the airplane lights were on and noted that nothing appeared to be abnormal other than the low altitude. One witness remarked that the airplane appeared to descend and then observed a fireball shortly thereafter. All witnesses interviewed remarked that it was very dark, with overcast skies at the time of the accident.

According to O'Hara Flying Service, their initiate, release, and control (IRC) officer had received a call about 2300 from the Big Bend Regional Medical Center, requesting the transfer of one patient to Odessa, Texas. The IRC officer notified the pilot and medical flight crew shortly thereafter and the flight was accepted and dispatched. The pilot contacted the Federal Aviation Administration (FAA) Flight Service Station (FSS) at 2332 to file a flight plan and obtain a weather briefing for the route of flight.

Radar and flight track information was not available for the accident flight.

PERSONNEL INFORMATION

The pilot, age 59, held an airline transport pilot certificate with an airplane multiengine land rating and a commercial pilot certificate with an airplane single engine land rating. In addition, the pilot held a flight instructor certificate with airplane single engine and instrument privileges. He was issued a second-class airman medical certificate on October 12, 2009. The certificate contained the limitation "must have available glasses for near vision." The pilot reported that he was not taking any medications.

At the time of medical certificate application, dated October 6, 2009, the pilot reported 1,750 hours total time and zero hours within the previous six months. At the time of airman certificate application, dated November 9, 2009, the pilot reported 1,612 hours total time, 1,281 hours as pilot-in-command (PIC), 250 hours night PIC, 40 hours night second-in-command (SIC), and 306 hours of instrument experience. On the pilot's application for employment, he reported 1,630 hours total time; 860 hours multiengine time, and 180 hours at night. On the pilot experience form filed with O'Hara Flying Service, the pilot reported 1,350 hours of PIC time, 145 hours in a Cessna 421, and 180 hours of night experience.

The pilot's family provided the NTSB IIC the last 19 page sets of the pilot's flight log. These pages represented the dates of December 1, 2000, through June 15, 2010. A review of the logbook indicated that the pilot had logged a total flight time of 1,676 hours; 1,365.6 hours PIC, 173.1 hours in a Cessna 421 (10 hours of which were in a simulator), and 185.9 hours at night.

O'Hara Flying Service hired the pilot in June of 2010. According to the company records, the pilot also received his initial training in June of 2010. His airman competency/proficiency check for 14 CFR 135.293 (Initial and recurrent pilot testing), 135.297 (Pilot in command: Instrument proficiency check), and 135.299 (Pilot in command: Line checks: routes and airports) were completed with a satisfactory rating in all tested areas on June 6, 2010. The pilot received area familiarization training at several airports including KE38. O'Hara Flying Service based the accident pilot at KE38, but he was to be transferred to Pecos, Texas, once that base opened.

According to the company's flight tracking form, the pilot had logged no less than 15 hours in the company airplanes (1 hour was conducted under 14 CFR 135, with 9.2 hours at night, and 5.7 hours in the accident airplane). Prior to the accident, the last logged flight time was June 30, 2010, for 2.7 hours, all of which was at night. The pilot had not logged any flight or duty time from 0300 on July 1, 2010, until he accepted the accident flight.

During the interview with the director of operations and check airman, the pilot's training, experience, and flight ability were discussed. The director of operations stated that the training went well. He elaborated that there were no problems noted with the pilot's flying skills and night flying did not seem to be an issue.

AIRCRAFT INFORMATION

The accident airplane, a Cessna 421B (serial number 421B0473), was manufactured in 1973. It was registered with the FAA on a standard airworthiness certificate for normal operations. Two Teledyne Continental Motors GTSIO-520-H engines, each rated at 375 horsepower at 3,400 rpm, powered the airplane. Each engine was equipped with a three-blade, McCauley propeller. According to Cessna Aircraft Company, the airplane was originally sold with eight seats; according to O'Hara Flying Service, the airplane had been equipped for medical flight operations and had four occupant seats and a medical litter for the patient.

The airplane was registered to O'Hara Flying Service II LP, operated under the business name of Air Ambulance Stat, and was maintained under an annual/100 hour inspection program. A review of the maintenance records indicated that an annual/100 hour inspection had been completed on March 23, 2010, at an airframe total time of 2,302.8 hours. The maintenance entries were being kept in a three-ring notebook with loose pre-print pages labeled "Mechanical Irregularities Log." The last annual inspection was completed on March 23, 2010, at a Hobbs time of 2,302.8 hours.

The airplane was not equipped, nor was it required to be equipped with a terrain awareness warning system.

METEOROLOGICAL INFORMATION

The closest official weather observation station was located at KE38, 1.3 nm southwest of the accident site. The elevation of the weather observation station was 4,515 feet mean sea level (msl). The routine aviation weather report (METAR) for KE38, issued at 0005, reported, winds 210 degrees at 5 knots, visibility 10 miles, sky condition scattered clouds at 7,000 feet, temperature 21 degrees Celsius (C), dew point 20 degrees C, and altimeter 30.05 inches of Mercury.

According to the United States Naval Observatory, Astronomical Applications Department Sun and Moon Data, the sunset was recorded at 2101 and the end of civil twilight was recorded at 2128 on July 3, 2010. The moon rose at 0040, and set at 1321 on July 3, 2010. The moon rose again at 0109 on the day of the accident. The moon was waning gibbous with 59 percent of the moon's visible disk illuminated.

AIRPORT INFORMATION

Alpine-Casparis Municipal Airport, was a public, non-towered airport (located 2 miles northwest of Alpine, Texas, at 30 degrees, 23 minutes, 3.2 seconds north latitude and 103 degrees, 41 minutes, 00.9 seconds west longitude, at a surveyed elevation of 4,515 feet msl. The airport had two open runways at the time of the accident, runway 1/19 (6,003 feet by 75 feet, asphalt) and runway 5/23 (5,018 feet by 60 feet, asphalt), both of which were reported to be in good condition.

WRECKAGE AND IMPACT INFORMATION

The accident site was located to the east of the airport in rolling hills and open terrain. The accident site was at an elevation of 4,400 feet msl and the airplane impacted on a magnetic heading of approximately 075 degrees.

The main wreckage consisted of the left and right wings, the empennage, fuselage, and the left and right engine assemblies.

On the initial wreckage path, ground scars were consistent with the landing gear being extended; several parallel-running ground scars ran in the direction of the airplane's heading. As many as four parallel scars were present, and not all the scars were present all the time. The distance between the two outboard scars was estimated to be about 30 feet. The two inside scars appeared to be between 10-15 feet apart. Shortly after the initial impact point and inside the right ground scar, perpendicular ground gashes were observed in the ground. About 20 ground scars, were noted, with 14 to 48 inches between strikes. The cuts were consistent with the right-side engine's propeller, impacting the terrain. Further along the wreckage path and among the parallel scars, small pieces of the airplane were found; a piece of the landing wheel rim, landing gear door, strobe and navigational light assembly, and pieces of the right fuel tank. Vegetation blight consistent with a rupture of the right tank and fuel spray pattern in the direction of travel was also noted.

Continuing along the wreckage path, the ground scars disappeared with the ground scars reappearing again further down the path. At the reappearance of the ground scar, was several pieces of (red) glass from the beacon, which would have been located on the top of the airplane's vertical stabilizer. To the right of this scar, was another ground signature consistent with the left wing's fuel tank impacting the ground, followed by a fuel fire burst pattern to where the airplane came to rest. In addition,...