HOMESTEAD, FL, USA
N8214Z
Cessna 205
A passenger-parachutist stated she had exited the cabin and was on the jump platform preparing to jump from about 3,500 feet when the left wing and nose dropped and the aircraft entered a spin to the left. After an unknown number of revolutions she jumped from the aircraft and deployed her chute. She observed the aircraft continue in a spin until ground impact. She stated the engine sounded normal prior to the aircraft entering the spin. She also stated that the aircraft appeared to be flying at a slower than normal speed as she exited the aircraft based on less wind forces acting on her. Postcrash examination of the aircraft structure, flight controls, engine, and propeller showed no evidence of precrash mechanical failure or malfunction. A review of the pilot's logbook and flight training records from the university where he attended showed no record of his having performed spins or spin recoveries in an aircraft. The records did show that he received ground instruction in spin entry and spin recovery techniques. FAA regulations require that a private or commercial pilot have received ground instruction in spin entry and spin recovery techniques but does not require the private or commercial pilot to have performed spin entry and spin recovery techniques in an aircraft.
HISTORY OF FLIGHT On May 25, 1997, about 1351 eastern daylight time, a Cessna 205, N8214Z, registered to Uninsured 205 LSG Corporation and operated by Skydive, Inc., crashed near Homestead General Airport, Homestead, Florida, while on a Title 14 CFR Part 91 parachute jumping flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was destroyed. The commercial-rated pilot and five parachutist were fatally injured. One parachutist jumped before ground impact, deployed her chute, and landed uninjured. The flight originated from Homestead General Airport, the same day, about 1345. The surviving parachutist stated that the flight was to climb to 3,500 feet and that she was to jump from that altitude. The flight was to then climb to 6,000 and 10,000 feet, and the remaining parachutists would jump. The flight reached 3,500 feet and the pilot slowed the aircraft. The normal jump speed was 80 mph. She took the jump position on the platform mounted on the right main landing gear. She stated the wind resistance at this time was not as great as it had been during past jumps. As she waited for the jump signal from the jump company owner, he moved from the back of the aircraft into the right front seat area which she had vacated. Shortly after this, the aircraft's left wing dropped down and the aircraft began turning to the left. The nose then dropped and the aircraft began to spin to the left. After an unknown number of turns she jumped from the aircraft. As she descended on her chute, she observed the aircraft continue to descend in a spin and crash. She stated the engine sounded normal all the time. Witnesses on the ground stated their attention was drawn to the aircraft by the sound of the engine increasing in power. They looked up and observed the aircraft at about 1,500 feet in a spin to the left. As the aircraft descended below 1,000 feet they observed one person jump from the aircraft and descend on a parachute. They lost sight of the aircraft behind trees, still spinning to the left, and about 2-3 seconds later they heard the sound of the aircraft impacting the ground. A controller at the Homestead Reserve Air Force Base Control Tower stated the pilot of N8214Z contacted him after departure from Homestead General Airport and advised that he would be dropping parachutists at 4,000, 6,000, and 10,000 feet. At 1350, the pilot advised that he was 1 minute from dropping the parachutist at 4,000 feet. He last observed the radar altitude readout at 3,600 feet and then the aircraft target went into coast. Recorded radar data from the FAA Miami Approach Control showed the aircraft climbed to 4,200 feet, reaching that altitude at 1350:28. At 1350:42, the aircraft is still at 4,200 feet, on a 122-degree heading, and at a ground speed of 73 knots. At 1350:46, the aircraft is at 4,000 feet, at 71 knots ground speed. Altitude reporting is then lost until 1351:10, when the aircraft is at 900 feet, on a 92-degree heading, at a ground speed of 46 knots. No further radar contacts with the aircraft were recorded. (See attached Miami Approach Radar Data.) The review of a video tape taken by a by-stander at the Homestead General Airport showed the aircraft just prior to the accident. In the video, the aircraft is descending in a nose down, near vertical attitude, and is rotating counter-clockwise about the longitudinal axis. PERSONNEL INFORMATION The pilot held an FAA commercial pilot certificate with airplane single and multiengine land and instrument airplane ratings, issued on June 14, 1994. He held a FAA first class medical certificate issued on March 25, 1997, with the limitation that the holder must wear corrective lenses for distant vision while exercising the privileges of his airman certificate. The pilot's logbook showed that the first flight entered in the logbook was on January 17, 1992, at the university where he attended. He continued to log flights on a regular basis until August 15, 1994. After this date, the next flight logged was on March 26, 1997. After flying on that date and on March 29, 1997, the pilot received a sign off for a biennial flight review. On March 31, 1997, the pilot logged a flight from Opa Locka Airport, Miami, Florida, to Homestead General Airport, Homestead, Florida, and return, in a Cessna 172. It was reported by a friend of the pilot that he received instruction in parachute operations from the owner of Skydive, Inc. on that date. They used the Cessna 172 for the training because the Cessna 205 used for parachute jumping did not have a second seat. The logbook showed the pilot began flying Cessna 205, N8214Z, on April 2, 1997, and he continued to log regular flights in the aircraft until May 18, 1997, the last flight entered in the logbook. The pilot had accumulated 290 total flight hours with 82 flight hours in the Cessna 205 at the time of the accident. A review of the pilot's logbook and records from the university where he attended showed no record that the pilot had received flight instruction in spins and spin recovery or that he had at any time performed spins and spin recoveries. The university records did show that he received ground instruction in spin entry, spins, and spin recovery techniques. Federal Aviation Regulation Part 61 requires applicants for a private pilot and commercial pilot certificates in airplanes to have logged ground instruction in "stall awareness, spin entry, spins, and spin recovery techniques for airplanes." The regulation does not require the applicant to have received flight instruction in spin entry, spins, and spin recovery techniques. Additional information on the pilot is include in this report under First Pilot and in attachments to this report. The owner of Skydive, Inc., who was seated on the floor in the right front area of the aircraft at the time of the accident, held an FAA commercial pilot certificate with airplane single engine, multiengine, and instrument airplane ratings, last issued on January 15, 1977. He held a FAA second class medical certificate issued on February 26, 1996, with the limitation that the holder shall possess lenses that correct for near vision while exercising the privileges of the airman certificate. The controls on the right side of the aircraft where the owner was seated on the floor had been removed. Additional pilot information on the owner of Skydive, Inc. is included in Supplement E to this report. AIRCRAFT INFORMATION Representatives of Skydive, Inc. reported after the accident that they could not locate any aircraft maintenance records. They reported that the owner of Skydive, Inc., who was on the aircraft at the time of the accident and who held a FAA airframe and powerplant mechanic certificate, performed all of the maintenance on the aircraft and maintained the records. It was not determined when the last annual inspection, as required by FAA regulations, was performed or how many total hours the aircraft and engine had accumulated. A nonlicensed mechanic who assisted the owner with the maintenance reported that in October 1996, the engine sustained damage when a component of a magneto fell into the engine. Another engine which the owner of Skydive, Inc. had built was installed at this time. In February 1997, the flaps were found to be out of rig, and were not used from that time on. In early 1997, the airspeed began to read in error and after cleaning the pitot line they had no more problems with it. A former pilot for Skydive, Inc. reported the nose strut went flat in November 1996, causing the propeller to strike the ground and sustain damage. The propeller was removed at that time and overhauled. He reported that after the engine and propeller work they had no mechanical problems with the aircraft. WEIGHT AND BALANCE INFORMATION Weight and balance calculations were performed using an empty aircraft weight which was calculated at the time the aircraft was converted for parachute jumping. The location of the occupants was based on information from the surviving passenger and the location of the occupants after the accident. The aircraft was estimated to weigh 3,037 pounds at the time it entered into the spin and the center of gravity was at 43.99 inches aft of the datum. After the surviving passenger jumped from the aircraft, the aircraft weighed about 2,902 pounds and the center of gravity was at 44.37 inches aft of the datum. The maximum allowable weight for the aircraft is 3,300 pounds and the center of gravity limits at 3,000 pounds are 38.5 inches aft of the datum forward limit and 47.4 inches aft of the datum rear limit. METEOROLOGICAL INFORMATION Visual meteorological conditions prevailed at the time of the accident. Additional meteorological information is contained in this report under Weather Information and in attachments to this report. WRECKAGE AND IMPACT INFORMATION The aircraft crashed in a field about 1 mile southeast of the Homestead General Airport, Homestead, Florida. Examination of the crash site showed the aircraft came to rest upright while on a 180-degree heading. The propeller had separated and was found about 20 feet south of the main wreckage. Debris from the aircraft was scattered to the west side of the main wreckage. All components of the aircraft which are necessary to sustain flight were located on or around the main wreckage of the aircraft. Examination of the aircraft showed it had impacted nose and left wing first and then came to rest upright. The landing gear had collapsed and the wing and cabin roof had compressed downward. A fire had erupted and consumed the cabin area of the aircraft. The left fuel reservoir tanks had ruptured and burned. The right fuel reservoir tank was collapsed but not burned. About 3 gallons of 100LL aviation fuel was found in the left main fuel tank and about 8 gallons of fuel was found in the right main fuel tank. Fuel lines from the tanks to the reservoir tanks and engine had been severed in the crash. No blockage of fuel lines was found. The fuel selector was found on the right main fuel tank positions. Continuity of aileron, elevator, rudder, and elevator trim control cables was confirmed. The flaps were found in the retracted position and the elevator trim was found in the neutral position. The pitot tube and lines within the left wing were found unobstructed. The lines were burned after the left wing root. The stall warning vane and wiring in the left wing functioned normally after the accident. The stall system was burned after the left wing root. Examination of the engine assembly showed it rotated normally and continuity of the crankshaft, camshaft, valve train, and accessory drives was confirmed. Each cylinder produced normal compression. All oil screens and filters were free of debris. Each magneto was timed properly to the engine and operated normally when turned by hand. Each spark plug had deposits with a color consistent with normal engine operation. Clean 100LL aviation fuel was found in each of the engine fuel system components and no evidence of mechanical failure or malfunction of the engine fuel system was noted. Teardown examination of the engine assembly showed no evidence to indicate precrash failure or malfunction of the assembly. One crankshaft counter weight mounted in the forward position on the crankshaft was found to be the incorrect weight for the engine. Examination of the propeller showed it separated from the engine during ground impact. Damage to each propeller blade was consistent with the propeller rotating at the time of ground impact. Balance weights had been added to propeller spinner bulkhead. MEDICAL AND PATHOLOGICAL INFORMATION Postmortem examination of the pilot and passengers was performed by Valerie J. Rao, M.D., Associate Medical Examiner, Miami Dade County, Florida. The cause of death for the pilot was attributed to multiple injuries and there were no reported findings that could be considered causal to the accident. The cause of death for the owner of Skydive, Inc., who was seated in the right front area of the aircraft was attributed to multiple injuries. The cause of death for the left middle passenger was attributed to multiple injuries and the cause of death for the right middle passenger was attributed to multiple injuries and smoke and soot inhalation. The cause of death for the left rear passenger was attributed to multiple injuries and the cause of death for the right rear passenger was attributed to craniocerebral trauma. Postmortem toxicology tests on specimens obtained from the pilot was performed by the Miami Dade County Medical Examiners Office and the FAA Toxicology Laboratory, Oklahoma City, Oklahoma. The tests were negative for ethanol, carbon monoxide, cyanide, basic, acidic, and neutral drugs. Postmortem toxicology tests on specimens obtained from the owner of Skydive, Inc. was performed by the Miami Dade County Medical Examiners Office and the FAA Toxicology Laboratory, Oklahoma City, Oklahoma. The tests were negative for ethanol, cyanide, basic, acidic, and neutral drugs. Postmortem toxicology tests on specimens obtained from the other four occupants of the aircraft were performed by the Miami Dade County Medical Examiners Office. The tests were negative for ethanol, carbon monoxide, cyanide, basic, acidic, and neutral drugs. The only finding was the passenger in the left rear area of the aircraft had a 3 percent carbon monoxide level. For additional medical and pathological information see Supplements K and the attached toxicology reports. TESTS AND RESEARCH Information from Cessna Aircraft Company showed that during spin tests conducted with the Cessna 205 at different loading conditions, the aircraft recovered from a spin within one rotation and without excessive speeds or control forces. The pilot handbook for the Cessna 205 indicates that intentional spins are prohibited but should an inadvertent spin occur, standard light plane recovery techniques should be used. (See attached Cessna Aircraft Company documents.) Teledyne Continental Motors representatives stated that with the incorrect counterweight installed on the No. 5 crankshaft cheek, the crankshaft would spin out of balance. Due to accident damage to the crankshaft, tests could not be conducted to determine the amount of imbalance. Another pilot who flew the aircraft after the engine was installed in October 1996, stated they did not have any imbalance or vibration problems with the engine. (See attached Teledyne Continental report and witness statements.) The review of a video tape taken by a by-stander at the Homestead General Airport showed the aircraft just prior to the accident. The aircraft is descending in a nose down, near vertical attitude, and is rotating counter-clockwise about the longitudinal axis. The aircraft is then lost from site behind a building. The engine of the aircraft is heard just prior to the aircraft going out of site behind the building. Analysis of the engine sound was conducted by the NTSB Office of Research and Engineering. The sound frequency indicated the propeller was rotating at about 1,350 rpm as the aircraft descended. ADDITIONAL INFORMATION The aircraft wreckage was released by NTSB on May 29, 1997, to Mr. R. D. Wolf, Manager Southeast Towing, Homestead, Florida. Components retained by NTSB were released to Skydive, Inc., on January 21, 1998.
The pilot-in-command's failure to maintain airspeed as he slowed for a parachutist to jump from the aircraft, and his failure to apply spin recovery emergency procedures prior to ground impact. Contributing to the accident was the pilot-in-command's lack of training in spin recovery emergency procedures in an aircraft, and the FAA's failure to require that a pilot demonstrate spin entry and spin recovery techniques in an aircraft.
Source: NTSB Aviation Accident Database
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