Mocksville, NC, USA
N494S
North American AT-6D
A witness stated he observed the airplane depart to the north and climb to about 500 feet. The witness observed the airplane make a steep left 90-degree bank back towards the runway, in a slight nose down attitude. The witness then observed the nose and wings of the airplane come back to a level attitude. The witness stated the airplane appeared to be "mushing/dropping" down in a flat slight nose down attitude until it disappeared from view. Two hunters stated they observed the airplane at tree top level circling. The hunters stated the engine sounded like it was shutting down and quit. They then heard a sound like the pilot was attempting to restart the engine. The hunters lost sight of the airplane and heard it collide with the ground, followed by smoke rising above the trees. Examination of the crash site revealed the fuselage forward of the vertical stabilizer was destroyed by fire except for the outer 1/3 of the left and right wing. The right main fuel tank had been ruptured and received fire damage. The left main fuel tank was not ruptured and fire damage was present on the exterior of the fuel tank. The left fuel cap was removed and no fuel was present. The inside of the fuel tank revealed a shinny interior. The fuel selector valve was removed and a functional check revealed no anomalies. The left wing fuel sump was opened and no fuel was present. The left and right fuel selector knobs were located in the wreckage and the fuel selector handle was positioned on the right main fuel tank. Witnesses who were present when the pilot departed stated, the airplane had been topped off with 70.2 gallons of low lead fuel earlier in the day. The pilot had flown 5 flights after the airplane was refueled for 1 hour and 25 minutes before the accident. Review of Pratt and Whitney 1340-AN-1 engine operational data revealed the engine will burn 35 to 40 gallons of fuel per hour at cruise power settings. At maximum takeoff power the engine will burn up to 70 gallons of fuel per hour.
HISTORY OF FLIGHT On October 15, 2005, at 1820 eastern daylight time, a North American AT-6D, N494S, registered to a private owner collided with trees and the ground while maneuvering in the vicinity of Mocksville, North Carolina. Visual meteorological conditions prevailed and no flight plan was filed. The airplane was destroyed. The airline transport rated pilot was fatally injured, and one passenger received serious injuries. The airplane departed from a non-registered private airfield in the vicinity of Mocksville, North Carolina, on October 15, 2005, at an undetermined time. One witness stated he observed the airplane depart to the north and climb to about 500 feet. He then observed the airplane make a steep left 90-degree bank back towards the runway, in a slight nose down attitude. The witness observed the nose and wings of the airplane come back to a level attitude. The airplane was about 3/4 of a mile from the runway and the witness could not hear the engine. The witness stated the airplane appeared to be "mushing/dropping" down in a flat slight nose down attitude until it disappeared from view. Two hunters stated they observed the airplane at tree top level circling. The hunters stated the engine sounded like it was shutting down and losing power.. They then heard a sound like the pilot was attempting to restart the engine. The hunters heard the airplane collide with the ground at 1820, and observed smoke rising above the trees. PERSONNEL INFORMATION Review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed the pilot was issued an airline transport pilot certificate on September 17, 2003, with ratings for airplane multiengine land, and a commercial pilot certificate with ratings for airplane single engine land. The pilot was type rated in the Airbus 330, Boeing 727, 737, 757, and 767. In addition the pilot was type rated in the McDonald Douglas DC-9 and YS-11. The pilot was issued a flight instructor certificate on June 16, 2004, with ratings for airplane single engine land, airplane multiengine land, and instrument airplane. The pilot held a ground instructor certificate, flight engineer certificate, and a mechanic certificate with ratings for airframe and power plant issued on July 3, 1989. The pilot's last biennial flight review was conducted on August 18, 2005. The pilot held a first class medical issued on August 10, 2005, with the restriction, "holder shall possess glasses for near and intermediate vision." The pilot reported on his last application for a medical certificate that he had accumulated 25,300 total flight hours. In addition the pilot had 25 total hours in the AT-6D. AIRCRAFT INFORMATION Review of the airplane logbooks revealed the last annual inspection was conducted on April 11, 2005, and the estimated total airframe time is 5,256.0 hours estimated by Covington Aircraft Engines at the time of the engine major overhaul. The last entry in the airframe log book was on August 10, 2005, during an "Eddy" current examination of the wing attachment angles. The Hobbs time was 5.0 hours and the airframe total time was 5,261 hours. The Hobbs meter and tachometer were destroyed. The mechanic who maintained the airplane for the pilot estimated the pilot had flown the airplane 25 hours. Review of refueling records on file at Twin Lakes Airport, Advance, North Carolina, revealed the airplane had been topped off with 70.2 gallons of 100 low lead aviation fuel on October 15, 2005. METEOROLOGICAL INFORMATION The 1854 surface weather observation at Smith Reynolds Airport, Winston-Salem, North Carolina, was: wind 280-degrees at 5 knots, visibility 10 miles, clear, temperature 70 degrees Fahrenheit, dew point temperature 50 degrees Fahrenheit, and altimeter 29.83. WRECKAGE AND IMPACT INFORMATION The aircraft was located in a wooded area about 1.5 miles from Spillman Road in the vicinity of Mocksville, North Carolina. The airplane collided with trees on a heading of north. A section of the left wing and left aileron was suspended in the trees. The engine assembly was separated from the airframe and came to rest facing south with the propeller assembly attached. The propeller assembly exhibited no evidence of rotation. Several cylinders, brackets, rocker covers, spark plugs, and other miscellaneous items were broken off the engine assembly. There was no evidence of blown engine cylinders or oil leaks. The engine oil reservoir was separated and located forward of the cabin area and oil was present in the reservoir. All flight controls and major portions of the airplane wreckage were accounted for. The crash debris line extended about 80 yards from south to north. The fuselage forward of the vertical stabilizer was completely destroyed by fire as was the wing center section from the left wing tank to the right 2/3 portion of the right wing. The only sections of the airplane that were not burned were those components that separated from the airplane as it collided with the trees. The one-piece wing separated from the fuselage and came to rest on the right side of the fuselage. The outer 1/3 of the left and right wing were separated from the airframe and came to rest on the right side of the wreckage The left and right main landing gear were in the retracted position and the left and right flaps were in the retracted position. The right main fuel tank had been ruptured and received fire damage. The left main fuel tank was not ruptured and fire damage was present on the exterior of the fuel tank. The fuel cap was removed and no fuel was present. The inside of the fuel tank revealed a shinny interior. The fuel selector valve was removed and a functional check revealed no anomalies. The left wing fuel sump was opened and no fuel was present. The left and right fuel selector knobs were located in the wreckage and the fuel selector handle was positioned on the right main fuel tank. MEDICAL AND PATHOLOGICAL INFORMATION The Forensic Pathologist for Wake Forrest University Baptist Medical Center, Winston-Salem, North Carolina, conducted a postmortem examination of the pilot, on October 17, 2005. The reported cause of death was "thermal injuries." The Forensic Toxicology Research Section, Federal Aviation Administration, Oklahoma City, Oklahoma performed postmortem toxicology of specimens from the pilot. The results were negative for carbon monoxide, cyanide, ethanol, and basic and acidic drugs. The passenger was transported to North Carolina Baptist Hospital, Winston-Salem, North Carolina with serious thermal injuries. No toxicology samples were requested. ADDITIONAL INFORMATION Witnesses who were present when the pilot was giving rides stated, the pilot had flown five flights after the airplane had been refueled for 1 hour and 25 minutes. Per aircraft specifications, all take offs are to be accomplished on the "Right or Reserve fuel tank." The reserve tank is the lower 20-gallon portion of the 55-gallon left main fuel tank and is accessed by a standpipe. The pick up for the left main fuel tank is higher than the pick up for the reserve fuel tank. Review of Pratt and Whitney 1340-AN-1 engine operational data revealed the engine will use 35 to 40 gallons of fuel per hour at cruise power settings. At maximum takeoff power the engine will use up to 70 gallons of fuel per hour. The pilot flew 5 flights after the airplane was last refueled. The wreckage was released to AIG Aviation Inc., Atlanta, Georgia, on October 19, 2005.
The pilot's improper fuel management resulting in a total loss of engine power due to fuel starvation and an in-flight collision with trees and the ground.
Source: NTSB Aviation Accident Database
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