KEY WEST, FL, USA
N150FB
GRUMMAN G-73T
THE FLIGHTCREW HAD COMPLETED A 14 CFR PART 135 CHARTER FLIGHT AND HAD LANDED IN THE HARBOR AT KEY WEST, FLORIDA. THEY HAD MOORED THE SEAPLANE AND DEPARTED. ABOUT AN HOUR LATER, THEY REBOARDED THE SEAPLANE TO FLY IT TO AN AIRPORT FOR REFUELING, THEN TO RETURN TO THE HARBOR TO BOARD THE PASSENGERS. DURING TAKEOFF, THE SEAPLANE WAS OBSERVED TO PITCH NOSE UP, ROLL LEFT, AND CRASH NOSE DOWN IN THE HARBOR. DUE TO THE DAMAGE DONE BY TIDAL FLOW AND RECOVERY ATTEMPTS, THE EXACT CONDITION OF THE AFT BILGE DRAIN PLUGS WAS UNKNOWN. DURING A CHECK OF THE CVR RECORDING, THE CREW WAS NOT HEARD TO CALL OUT THE BILGE PUMPS DURING THE BEFORE-TAKEOFF CHECKLIST. AFTER LIFT-OFF, BOTH PILOTS MADE COMMENTS ABOUT KEEPING THE NOSE DOWN DUE TO WATER IN THE AFT PORTION OF THE AIRCRAFT.
HISTORY OF FLIGHT On March 18, 1994 about 1143 eastern standard time, N150FB, a Grumman G-73-T, operated by Chalks International Airlines, crashed on takeoff in Key West Harbor, Key West, Florida. The previous flight was a 14 CFR Part 135 charter flight that had been completed and the airplane was on the 14 CFR Part 91 positioning leg at the time of the accident. Visual meteorological conditions prevailed at the time and a company VFR flight plan had been filed. The airplane was destroyed and the two pilots received fatal injuries. The flight was originating at the time of the accident. Witnesses stated they observed the seaplane take off from the water in the harbor area, and as the airplane climbed to about 100 feet the airplane pitched up, rolled left and crashed nose down in a left roll. The seaplane came to rest on the bottom of the harbor in about 30 feet of water. The seaplane was recovered on March 20, 1994. The crew had arrived in Key West Harbor with 13 passengers about 1010, and had disembarked the passengers. The crew moored the airplane and had gone ashore. The crew returned to the airplane about 1130, and were planning on a short flight to Key West Airport for the purpose of refueling. A review of the cockpit voice recorder indicated that the first officer was the pilot flying, and the checklist for start, run-up, and takeoff was partially accomplished. Shortly after liftoff the airplane was observed by witnesses to pitch up abruptly. The cockpit voice recorder also indicated the captain, and first officer noted the nose pitching up, and the captain was heard to state that they "might have a lot of water in the tail", and the first officer then stated "a lot of water". The crew was then heard to attempt to overcome the nose up pitch until impact. PERSONNEL INFORMATION The captain and first officer were both certificated and had accomplished all medical, flight check and currency requirements as specified by current Federal regulations. Additional crew information is located in and attached to this report. AIRCRAFT INFORMATION N105FB was a Grumman G-73T, serial No. J-51, registered to Flying Boat Inc., and operated by Chalks International Airlines. A review of the company airframe, engine, and propeller records revealed that the airplane was registered, and maintained in accordance with an approved continuous airworthiness program, Additional aircraft information is included in and attached to this report. METEOROLOGICAL INFORMATION The Key West Airport, located about 3 miles east of the accident location, recorded the weather at 1151 as: 2,000 feet scattered, visibility 10 miles, temperature 82 degrees F, dew point 68 degrees F, wind 180 degrees magnetic at 9 knots, altimeter 29.97 inHg. Witnesses near the harbor stated the weather was substantially the same at the harbor. FLIGHT RECORDERS The airplane was not required to be, nor was, equipped with a flight data recorder. The airplane was equipped with a cockpit voice recorder. The CVR was a Fairchild Model GA100, S/N 01584. The CVR was recovered on March 18, 1994, and was rinsed with fresh water and forwarded to the NTSB Laboratory for readout and transcription. A copy of the CVR transcript is attached to this report. WRECKAGE AN IMPACT INFORMATION The wreckage of N105FB was located in the Key West, Florida, harbor in about 30 feet of water. An underwater record of the airplane damage was documented utilizing local divers and an underwater camera. Most damage was to the lower left hull which exhibited massive crushing damage. Both wings exhibited damage outboard of the engines. Both propellers showed signs of curling and twisting. The wreckage was recovered to the U.S. Navy docks on March 20, 1994. Examination of the flight controls, and aerodynamic surfaces established control continuity, with those failures noted exhibiting fractures and failures with signatures consistent with overload. Particular attention was centered on examination of the lower control yoke pitch mechanism. The lower yoke assembly, although damaged, revealed that freedom of movement was present and no evidence of hammering or scraping was observed. Examination of the cockpit area revealed the bilge pump switch was in the off position. Both engines and propellers were removed and shipped for further examination. Both engines were shipped to Longueuil, Montreal, Canada, and were examined by Mr. Jerome D. Frechette, an NTSB powerplants investigator, and representatives of the manufacturer. Both engines exhibited signatures consistent with impact with the water, with power and torque applied. The rubbing, circumferential scarring, scraping, and metalization on the power turbine were consistent on both engines. A detailed powerplant factual report is attached to this report. Both propellers were examined in Opa Locka, Florida, by the NTSB and a representative of the manufacturer. Both propellers exhibited damage and deformation consistent with torque being applied at the time of impact. The right propeller dame was removed and forwarded to the NTSB metallurgical laboratory for further examination. The interior of the propeller dome exhibited circumferential marking consistent with the dome moving aft at impact or a hard cylindrical object moving forward at impact. MEDICAL AND PATHOLOGICAL INFORMATION A post-mortem examination of both pilots was conducted by Dr.Hugo Romeu, a District 16 Associate Medical Examiner on March 19, 1994. Dr. Romeu reported both pilots had multiple injuries and both died due to salt water drowning. ADDITIONAL INFORMATION The wreckage of N105FB was partially released to Mr. Andy Paul, of Critteneden Adjustment Co. representing Chalks Airlines' insurance company, on March 20, 1994, followed by the propellers on March 25, 1994. The engines were released to Mr. Ronnie Powers of Atlanta Air Salvage on May 17, 1994.
FAILURE OF THE PILOT-IN-COMMAND TO ASSURE THE BILGES WERE ADEQUATELY PUMPED FREE OF WATER (ADEQUATELY PREFLIGHTED), WHICH RESULTED IN THE AFT CENTER OF GRAVITY LIMIT TO BE EXCEEDED, AND FAILURE OF THE AIRCREW TO FOLLOW THE CHECKLIST. A FACTOR RELATED TO THE ACCIDENT WAS: THE WATER LEAK.
Source: NTSB Aviation Accident Database
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