MONTGOMERY, AL, USA
N9280Z
Beech BE-45-T-34B
At 1654, Caveat 7 was cleared for takeoff from runway 15 at Maxwell AFB. At 1657, the pilot reported he had oil on his windshield. The tower controller watched as the airplane entered a steep left turn. The airplane collided with the ground about 250 feet northeast of a Burger King Restaurant, and burst into flames. The passenger stated after takeoff, at 500 feet, the passenger and pilot both noticed oil on the windscreen. After the pilot turned downwind for the forced landing, the engine began to sputter. At this point, the windscreen was completely covered with oil. The passenger stated the airplane then nosed down, banked 45 degrees to the left, and they returned to level flight before impacting the parking lot. According to Aero Club maintenance personnel, the engine was scheduled for removal the following day. The engines' total time was at TBO (time between overhaul). After the accident, It was noted, during the engine examination, that the crankshaft rubber seal assembly (nose seal) was approximately one inch forward of its normally installed position. It was also noted the nose seal was not the correct part as described in the engine parts manual.
HISTORY OF FLIGHT On May 14, 1998, at 1657, central daylight time, a Beech BE-45-T-34B, N9280Z, (call sign Caveat 7), collided with the ground during an attempted forced landing at Maxwell Air Force Base (AFB) in Montgomery, Alabama. According to officials from the Maxwell AFB Aero Club, the personal flight, operated by the Aero Club, under the provisions of Title 14 CFR Part 91 with a flight plan filed. Weather data recovered from Maxwell AFB Control Tower disclosed that visual weather conditions prevailed at the time of the accident. The airplane was destroyed; a parked Chevrolet van was also destroyed. The pilot received serious injuries, and the passenger received minor injuries. A review of Maxwell AFB control tower records disclosed that the local flight departed Montgomery, Alabama, at 1654. Upon arriving at the airport, the passenger stated that he and the pilot completed a preflight inspection of the airplane, and no obvious problems were noted. A normal runup was also completed before being cleared for the takeoff. At 1654, Caveat 7 was cleared for takeoff from runway 15 at Maxwell AFB. At 1657, three minutes into the flight, the pilot radioed the control tower and requested a left downwind to runway 15. The pilot also reported that he had oil on his windshield. The tower controller approved the pilot's request and asked the pilot if he was declaring an emergency; the pilot's reply was unreadable. The pilot also reported that as he maneuvered the airplane for the emergency landing the engine quit and restarted momentary. The tower controller watched the airplane as it entered a steep left turn. The airplane collided with the ground about 250 feet northeast of a Burger King Restaurant, skidded into a parked vehicle, and burst into flames. The restaurant manger and others assisted the pilot and the passenger during their exit from the burning airplane. According to a pilot who flew the accident airplane the day before the accident, he did not note any problems with the airplane. PERSONNEL INFORMATION The pilot held a commercial pilot certificate with single engine land, multiengine land, and instrument airplane ratings. His certificate was issued May 5, 1970. He was also a certified flight instructor with airplane single engine land, multiengine land, and instrument airplane ratings. His last medical certificate, a third class, was issued October 1, 1996, and contained the limitation that the pilot must have glasses available for near vision in order to exercise the privileges of the airman's certificate. The pilot had a flight review on February 27, 1998. Additional information about the pilot is contained on page 3 under the title of First Pilot Information. AIRCRAFT INFORMATION The airplane was owned by the United States Navy and loaned to the United States Air Force as part of a reciprocal agreement. The airplane was operated by Maxwell Air Force Base's Aero Club as a trainer airplane. All maintenance manuals were written by the United States Navy and sent with the airplane to Maxwell Air Force Base (AFB). The airplane was maintained in accordance with Air Force standards and Federal Aviation Regulations (FAR) Part 43. According to the airplane records, all airworthiness directives were complied with. The last airframe inspection, a 100 hour inspection, was completed on February 13, 1998. The engine was also inspected on that day, with no discrepancies noted. According to Aero Club maintenance personnel, the engine was going to be removed from the aircraft the following day because it was at the time between overhaul (TBO). The recommended TBO for the engine is 1800 hours. According to the Aero Club Manager, the aero club was authorized to over fly the TBO by fifteen percent or 270 hours. Additional review of the maintenance records revealed that the last engine overhaul was completed on January 21, 1988. The total time on the engine was 1978 hours. Additional information about the aircraft is contained on page 2 under the section titled Aircraft Information. METEOROLOGICAL INFORMATION The weather at the time of the accident was visual meteorological conditions. Additional information about the weather is contained on pages 3 and 4 under the section titled Weather Information. WRECKAGE AND IMPACT INFORMATION An examination of the accident site disclosed that wreckage debris was scattered over an area 150 long and 75 feet wide. The wreckage path was orientated on a 235 degrees magnetic heading. Debris from the left wing tip was embedded in the ground 125 feet northeast of the main wreckage. The fire damaged inboard section of the left wing assembly was approximately 45 feet northeast of the main wreckage. The main wreckage, included the right wing assembly, engine assembly, and cockpit. The fire damaged main wreckage rested adjacent to a parked Chevrolet van; the van also sustained extensive fire damage. After the accident, the engine was further examined at the Teledyne Continental facility. It was noted during this examination that the crankshaft rubber seal assembly (nose seal) was approximately one inch forward of its normally installed position. The installed nose seal was part number 636936, which is the correct part number for some O-470 series engines. Most other O-470 series engines are similar, and their nose seals can be used interchangeably. However, the correct part number for the O-470-4 (3) nose seal is 536570. The diameter of the correct seal is 3.764-3.766, whereas the installed seal has a diameter of 3.752-3.754. According to the parts manual, the correct seal also has a felt side which is visible through the engine air inlet, while the installed seal was made completely of rubber. MEDICAL AND PATHOLOGICAL INFORMATION The pilot received serious injuries and was hospitalized for a several days. The toxicology examination was negative for alcohol. ADDITIONAL PERSONS Additional persons participating in the investigation were Major Drees Griffin, United States Air Force, Harold Barrentine, Raytheon Aircraft, Regan Campbell, NTSB-Atlanta, and Jeff Smith, NTSB-Atlanta. The airplane wreckage was released to Major Drees Griffin of Maxwell AFB, Director, Aviation Safety.
The installation of an incorrect engine nose seal that subsequently dislodged from the normally installed position, and resulted in the loss of engine power. A factor was the loss of engine oil.
Source: NTSB Aviation Accident Database
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