BEAUMONT, TX, USA
N2449
NORTH AMERICAN T-6G
THE FLIGHT OF SEVEN T-6 AIRCRAFT FORMED IN A RIGHT ECHELON FOR A 360 DEGREE OVERHEAD APPROACH FOR LANDING. THE LEAD AIRCRAFT, N2449, AT APPROXIMATELY 1,000 FEET AGL, OVERFLEW A PORTION OF RUNWAY 16 AND THEN BROKE FOR HIS 360 DEGREE OVERHEAD APPROACH FOR LANDING. THE AIRPLANE MADE THE 'SHARP' LEFT BREAK TO APPROXIMATELY '80 TO 90 DEGREES OF BANK.' THE BANK DECREASED AND THE GEAR AND FLAPS WERE EXTENDED. DURING THE BASE TO FINAL TURN, THE AIRPLANE OVERSHOT FINAL TO THE RIGHT OF THE RUNWAY. THE AIRPLANE THEN BANKED BACK TO THE LEFT OF THE CENTERLINE, THE BANK INCREASED TO '60 T0 65 DEGREES' AND THE 'LEFT WING DROPPED AIRCRAFT NOSE PITCHED DOWN' AS THE AIRPLANE MADE A 'LESS THAN 1/4 ROLL TO THE LEFT JUST PRIOR TO IMPACT.' THE CALCULATED CG WAS 34.7 INCHES WITH THE MAXIMUM GROSS WEIGHT CG RANGE PER WEIGHT AND BALANCE DATA AS 27.5 INCHES TO 32.5 INCHES.
HISTORY OF FLIGHT: On May 21, 1995, at 0901 central daylight time a North American T-6G, N2449, was destroyed while maneuvering during an approach to Jefferson County Airport, Beaumont, Texas. The airline transport rated pilot and his passenger sustained fatal injuries. The airplane was being operated under Title 14 CFR Part 91. Visual meteorological conditions prevailed for the local personal flight and a flight plan was not filed. Witnesses (statements enclosed) reported the following information. That morning the flight of seven T-6 aircraft (4 in first squad and 3 in second squad) had made two passes over the airport and on the third pass, the aircraft were formed in a right echelon for a 360 degree overhead approach for landing. The lead aircraft, N2449, at an altitude of approximately 1,000 feet above the ground, overflew a portion of runway 16 and then broke left for the 360 degree overhead approach for landing. During the initial portion of the approach, the airplane was observed making a "sharp level left break" to approximately "80 to 90 degrees of bank." The bank decreased to "45 to 50 degrees" as the airplane descended, and, after 180 degrees of turn, the landing gear was extended and the airplane continued the approach. Two witnesses and a pilot of the second squad reported that N2449 overshot final to the right of the runway and then was back to the left of the runway. During the base to final turn, one witness reported "the bank increased to approximately 60 to 65 degrees" and the "left wing dropped ... nose pitched down" as the aircraft made a "less than 1/4 roll to the left just prior to impact." The lead pilot of the second squad reported that he observed N2449 in a "steep nose down attitude in a left bank until the aircraft impacted with the ground." The airplane's pitch attitude prior to impact was reported as "approximately 70-80 degree nose down" by one witness, and as "60 nose down" by another witness. A third witness stated that the "aircraft appeared to stall at approximately 300 feet of altitude." One witness reported the winds from "020/030 degrees at 8 to 10 knots." The National Weather Surface observations for Beaumont reported winds from the east at 8 to 10 knots. PERSONNEL INFORMATION: A review of the pilot's logbooks, by the investigator-in-charge, revealed a total flight time of 25,000 hours. Tailwheel time was approximately 2,000 hours of which 890 hours were in a T-6 aircraft. During a personal interview, conducted by the investigator-in-charge, Mr. Jim Bennett stated that the pilot had approximately 10 to 15 hours in N2449. He further stated that he had observed the pilot do the 360 degree overhead approach numerous times. The airport manager reported the weight of the passenger as 230 pounds. The Federal Aviation Administration (FAA) coordinator and airport personnel reported that baggage items aboard weighed 33 pounds. The FAA coordinator further reported that the pilot was preparing for the planned airshow flybys; however, the airshow waiver authorization time was 1300. AIRCRAFT INFORMATION: A review of the maintenance records by the investigator-in-charge revealed a total aircraft time of 13,166.2 hours was carried forward from the Spanish military records on December 20, 1984. The FAA issued the original USA Certificate of Airworthiness on that date and the aircraft completed the required flight test on December 22, 1984. The last annual inspection was completed on March 28, 1995. The airframe and engine logbooks did not reveal and anomalies or uncorrected maintenance defects. A review of the weight and balance data by the investigator-in- charge revealed that the maximum gross weight center of gravity range for flight is 27.5 inches to 32.5 inches. The calculated center of gravity (enclosed) during the final approach was 34.7 inches. Maximum allowable gross weight of the airplane was 5,300 pounds. The gross weight at the time of the accident was calculated as 5,259 pounds. COMMUNICATIONS: A review of air traffic control data (enclosed) revealed the following summary information. All times are converted to central standard time unless otherwise indicated. At 0830:52 N2449, a flight of four T-6's, was cleared for takeoff with a departure heading of 140 degrees and a planned altitude of 1,500 feet MSL. At 1335:11, N222KD, a flight of three T-6's, joined the N2449 flight in trail and at 1336:40 the flight of seven T-6's was cleared to resume their "own navigation" with N2449 as the lead aircraft. At 0850:50 N2449 advised Beaumont tower that the flight was inbound. At 0851:40, the pilot was advised that the winds were 060 degrees at 9 knots. In preparation for the afternoon airshow, the pilot requested the following: a low approach to runway 12, followed by a 360 degree turn to the right, and a subsequent left downwind entry for a 360 degree overhead to a full stop landing on runway 16. The pilot was cleared for the requested maneuvers. At 0857:09, N2449 was requested to report a 2 mile initial for the final landing entry and to expect a left break. At 0900:36 the controller cleared the flight for the left break to runway 16 and N2449 acknowledged that clearance at 0900:40. At 0901:33 Beaumont tower heard "mayday mayday" and was informed that the "lead just went in" at the approach end of 16. The remaining six T-6's landed without further incident. WRECKAGE AND IMPACT INFORMATION: Leading edges of both wings were crushed toward the wing spars. The landing gear handles at both cockpit stations were in the down position and the wing flaps were extended. The aft flight control stick was installed and did not exhibit deformation. The left aileron was found 26.5 feet forward of the left wing and 16 inches of the right wing pitot tube was found separated from the wing and sticking vertically in the ground. The engine was buried underground. Flight control cables and rods were intact. For additional information on the condition of the aircraft prior to recovery, refer to the enclosed FAA inspector statement. On May 21, 1995, the site and the airplane were examined by the FAA and the investigator-in-charge. The airplane came to rest 865 feet from the approach end of runway 16 and left of the extended runway centerline (see enclosed diagram). Ground scars were measured for the wings and the main landing gear. The crater from which the engine was removed measured approximately 5 feet in diameter and 51 inches deep. The landing gear and flap actuators were in the both extended position. Flight control cable continuity was confirmed from the control surfaces to the cockpit controls. The front control stick, found in the ground crater, was separated at the hand grip area. The airspeed indicators read 120 knots and 110 knots respectively. Fuel was found in the fuel sump and the carburetor. The engine throttle control was full forward. The magnetos with the magneto couplings intact remained with the engine. The engine was separated from the airframe and impact damage on the engine cylinders and accessories precluded crankshaft rotation and compression checks. The oil sump was destroyed; however, the oil screen was clean. The propeller was attached to the engine; both propeller blades were bent aft, and one blade exhibited scratches, striations, and gouges. The aft control stick was secured in position and did not exhibit deformation. MEDICAL AND PATHOLOGICAL INFORMATION: The autopsy was performed by the Forensic Pathologists (Charles M. Harvey, M. D.) of Jefferson County at Beaumont,Texas. Toxicology findings were negative. ADDITIONAL DATA: The airplane was released to the owner.
THE PILOT'S FAILURE TO PERFORM A GO-AROUND AND HIS FAILURE TO MAINTAIN AIRSPEED. FACTORS IN THE ACCIDENT WERE IMPROPER RUNWAY ALIGNMENT AND AN AFT CENTER OF GRAVITY.
Source: NTSB Aviation Accident Database
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