N13372

HISTORY OF FLIGHTOn June 4, 2014, about 1530 Pacific daylight time, a North American AT-6C, N13372, was substantially damaged when it impacted trees and terrain following a loss of engine power near South Prairie Airport (02WA), Buckley, Washington. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The airline transport rated pilot, who was seated in the front seat, and the airline transport pilot rated passenger who was seated in the aft seat, were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight. The flight originated from 02WA about 2 minutes prior to the accident.

Family members of both the pilot and passenger reported to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) that the airplane had recently been sold to the pilot by the passenger, and the flight was part of a local checkout flight. Family members further reported that the pilot and passenger had conducted a local flight earlier in the day of the accident, which lasted about 1 to 1.5 hours before they had returned for lunch.

Multiple witnesses located in the vicinity of the departure airport and accident site reported observing the airplane takeoff from runway 34, and the engine sounded normal. About 15 to 30 seconds after the airplane had passed the departure end of the runway, witnesses heard the engine begin to "sputter." Witnesses stated that they continued to observe the airplane initiate a right turn to an easterly heading followed by a left 270-degree turn while ascending and descending erratically. Witnesses further stated that throughout the turn, the engine seemed to have been powering up and losing power shortly thereafter. As the airplane completed the turn to a southerly heading towards the departure airport, the engine lost complete power, and the airplane descended into trees.

Review of a 24-second recorded video provided by a witness was reviewed by the NTSB IIC. The video showed the accident airplane depart runway 34, and continued in an ascent until the video ended as the airplane passed over the departure end of the runway. Throughout the entire video, the airplane appeared to be operating normally with no evidence of smoke originating from the engine or any engine abnormalities. PERSONNEL INFORMATIONIt was not determined which one of the two pilots, an airline transport rated pilot seated in the front seat, or an airline transport rated pilot seated in the aft seat, was manipulating the flight controls when the accident occurred.

Front Seat Pilot / New Owner

The pilot, age 62, held an airline transport pilot certificate with airplane multiengine land and airplane single-engine land ratings. The pilot also held a flight instructor certificate with single-engine and multiengine ratings. A first-class airman medical certificate was issued to the pilot on August 10, 2012, with the limitations stated "must wear corrective lenses." The pilot reported on his most recent medical certificate application that he had accumulated 26,250 total hours of flight time. Review of the pilot's logbooks revealed that the most recent logbook entry was dated June 4, 2014, which was for 0.7 hours in the accident airplane. Further review revealed that the pilot had logged 19.1 hours within the previous 90 days and 8.3 hours within the previous 30 days.

Rear Seat Pilot / Former Owner

The rear seat pilot, age 72, held an airline transport pilot certificate with airplane multiengine land and airplane single-engine land, and rotorcraft helicopter ratings. A third-class airman medical certificate was issued to the rear seat pilot on July 23, 2013, with the limitations stated "must wear corrective lenses, not valid for any class after." The rear seat pilot reported on his most recent medical certificate application that he had accumulated 24,660 total hours of flight time. Review of the pilot's logbooks revealed no entries since his most recent biennial flight review dated April 25, 2013. AIRCRAFT INFORMATIONThe two-seat, low-wing, retractable-gear tailwheel equipped airplane, serial number (S/N) 88-13372, was powered by a Pratt & Whitney R-1340-AN engine, serial number ZP-101599, rated at 550 horsepower. The airplane was also equipped with a Hamilton Standard variable pitch propeller. The airplane was equipped with dual flight controls, which allowed for persons in either the forward or aft seats to fly the airplane. However, the airplane is typically flown from the front seat due to the landing gear position handle location. The airplane featured two 55.2 gallon fuel tanks, located on both sides of the wing center section. The left fuel tank was equipped with two different fuel delivery ports, which allows for two fuel selector positions, left main, placarded at 35.2 gallons, and the reserve position, placarded at 20 gallons.

Review of the Flight Operation Instruction Chart revealed that an hourly fuel burn varies from 26 gallons per hour at sea level with power settings of 1,600 rpm and 26 inches of manifold pressure and the mixture in a lean setting to 65 gallons per hour at a power setting of 2,250 rpm and 36 inches of manifold pressure and the mixture in a rich setting. Maximum continuous power settings of 2,200 rpm, 32.5 inches of manifold pressure, and the mixture in a rich position result in a fuel burn of about 51 gallons per hour.

The family of the former owner reported that the airplane had 30 to 35 gallons of fuel per side and 31 gallons of fuel was added the day prior to the accident according to fuel logs.

Information provided by a family member of the former owner, revealed that about 1 to 1.5 years prior to the accident, a new fuel selector valve was installed by a mechanic, and since then, the airplane had not flown much. The family member further stated that initially there were two fuel selector valves replaced, as the initial replacement did not operate as expected. In addition, they reported that the airplane did not fly much since the fuel selector valve replacement; however, numerous ground runs were conducted.

Review of the airframe, engine, and propeller logbooks revealed that the most recent annual inspection was conducted on November 12, 2013, at a HOBBS time of 976.7 hours. A fuel selector valve was installed on August 31, 2012, at HOBBS time of 975.4 hours. At the time of the accident, the airplane had accumulated 2 hours since the annual inspection and 3.3 hours since the fuel selector valve was replaced. METEOROLOGICAL INFORMATIONA review of recorded data from the Joint base Lewis-McChord Airport, Tacoma, Washington, automated weather observation station, located about 16 miles west of the accident site, revealed at 1523 conditions were wind from 270 at 8 knots, visibility 10 statute miles, scattered clouds at 2,300 feet, temperature 18 degrees Celsius, dew point 11 degrees Celsius, and an altimeter setting of 30.13 inches of mercury. AIRPORT INFORMATIONThe two-seat, low-wing, retractable-gear tailwheel equipped airplane, serial number (S/N) 88-13372, was powered by a Pratt & Whitney R-1340-AN engine, serial number ZP-101599, rated at 550 horsepower. The airplane was also equipped with a Hamilton Standard variable pitch propeller. The airplane was equipped with dual flight controls, which allowed for persons in either the forward or aft seats to fly the airplane. However, the airplane is typically flown from the front seat due to the landing gear position handle location. The airplane featured two 55.2 gallon fuel tanks, located on both sides of the wing center section. The left fuel tank was equipped with two different fuel delivery ports, which allows for two fuel selector positions, left main, placarded at 35.2 gallons, and the reserve position, placarded at 20 gallons.

Review of the Flight Operation Instruction Chart revealed that an hourly fuel burn varies from 26 gallons per hour at sea level with power settings of 1,600 rpm and 26 inches of manifold pressure and the mixture in a lean setting to 65 gallons per hour at a power setting of 2,250 rpm and 36 inches of manifold pressure and the mixture in a rich setting. Maximum continuous power settings of 2,200 rpm, 32.5 inches of manifold pressure, and the mixture in a rich position result in a fuel burn of about 51 gallons per hour.

The family of the former owner reported that the airplane had 30 to 35 gallons of fuel per side and 31 gallons of fuel was added the day prior to the accident according to fuel logs.

Information provided by a family member of the former owner, revealed that about 1 to 1.5 years prior to the accident, a new fuel selector valve was installed by a mechanic, and since then, the airplane had not flown much. The family member further stated that initially there were two fuel selector valves replaced, as the initial replacement did not operate as expected. In addition, they reported that the airplane did not fly much since the fuel selector valve replacement; however, numerous ground runs were conducted.

Review of the airframe, engine, and propeller logbooks revealed that the most recent annual inspection was conducted on November 12, 2013, at a HOBBS time of 976.7 hours. A fuel selector valve was installed on August 31, 2012, at HOBBS time of 975.4 hours. At the time of the accident, the airplane had accumulated 2 hours since the annual inspection and 3.3 hours since the fuel selector valve was replaced. WRECKAGE AND IMPACT INFORMATIONExamination of the accident site by the NTSB IIC revealed that the airplane impacted trees and terrain about 1.25 miles northeast of 02WA within a heavily wooded area. An initial point of contact with trees, about 70-feet in height, was observed. The wreckage debris path was oriented on a heading of about 147 degrees magnetic and was about 238 feet in length. All major structure components of the airplane were located within the wreck...