20051015025789A

(-23) Inspector statement: I was notified on 10/15/2005 at approx. 1930 by the atlanta comm center of an accident that had occurred near Mocksville, NC. At the time of notification there was no registration number or aircraft make/model information available. The comm center put me in touch with you and local EMS personnel. We were able to determine through follow up conversations that the aircraft was a north American AT-6D and the pilot was privacy data omitted in addition we learned that the pilot was fatal and the passenger privacy data omitted was in critical condition. I contacted my office leadership with regard to the on scene investigation and it was decided that I depart first thing Monday morning. Inspector privacy data omitted and I arrived on scene at 0800 Monday 10/17/2005. EMS personnel took us to the scene via an 8 wheel atv from davie and yadkin counties. The aircraft was badly burned and had significant impact damage. The wreckage scatter pattern consisted of an 80-yard area and indicated the aircraft was traveling south to north. Tree damage revealed an impact angle of around 45 degrees, slightly left wing low. The first evidence of tree damage was a portion of the left wing and left aileron that was still suspended in the trees. A significant number of 10-14 inch diameter trees were broken and entangled around the wreckage making identification of components difficult however, all flight controls and major portions of the aircraft were accounted for. The engine was separated from the airframe and came to rest facing south. There was some evidence of engine rotation due to 5 clean cut pine branches of up to 6 inches in diameter however the propeller did not show evidence of significant rotation at impact. Several cylinders, brackets, rocker covers, spark plugs and other misc. Items were broken off from impact during the event. No evidence of blown jugs existed nor did any evidence of excessive oil leaks. The engine oil reservoir was located forward of the cabin area and oil was noted, quantity could not be verified but in contained a considerable amount. I refrained from allowing it to drai so we could measure the quantity at a later time. The one-piece wing was torn from the fuselage and came to rest on the right side of the fuselage. The outer 1/3 of each wing had been torn from the airframe and came to reston the right side of the wreckage. The main landing gear were in the retracted position and the flaps were in the up position. The right wing fuel tank had been compromised by the crash and attributed to the significant fire damage by evidence of burning fuel. The left side fuel tank was intact and had not been breached. I was able to remove the fuel cap and look inside. I noted no evidence of fuel and no evidence of any fire damage. I crawled under the wing and located the fuel sump drain. I opened the drain and found no fuel. The fuel fittings were compromised at the wing attach area but there was no fire damage in the area where it would have leaked. No instruments could be checked due to significant fire damage. I informed the family of the aircraft owner that the scene was released however; we wanted to be there during the recovery to inspect the left wing tank, oil reservoir and engine. Commitment was given that we would be notified. After leaving the scene I went to the hangar on the pilot's privacy data omitted airstrip where the aircraft was kept. The family had the aircraft logbooks present for our review and allowed me to take them with me for investigation. I met with ^privac^^priv^, friend of the pilot privacy data omitted and witness to the accident and obtained the following timeline. privacy data omitted Said that he flew in the accident aircraft with the pilot privacy data omitted to twin lakes (8A7) airport to refuel. privacy data omitted Indicated that they took on 70.2 gallons of 100LL and the tanks were full. He further stated that they took off and flew directly to the pilot's privacy data omitted private airstrip and did 1 low pass prior to landing. After landing the pilot privacy data omitted flew a neighbor for approx. 20 minutes, his stepdaughter for 20 minutes, then landed and shut the engine down. They ate and then at about 1800 the pilot privacy data omitted departed again with another ride of about 20 minutes, returned and took privacy data omitted up on the accident flight. The flight consisted of a take off, climb to about 500 feet, hard left 180-degree turn, then the aircraft disappeared behind the trees. Total flight time according to privacy data omitted was approximately 85 minutes. According to privacy data omitted local ap/ia and witness, the pilot privacy data omitted informed him verbally after dinner that he had given 2 hours of rides that day. It is unclear if he included the flight to twin lakes to re-fuel in his statement or if that included only the time after re-fueling. According to engine operational information a pratt and whitney 1340-AN-1 as installed in the accident aircraft burns between 35-40 gallons per hour at cruise settings/altitude. At maximum take-off power the engine consumes around 70 gph. The flight profiles since last refueling would have required high power settings for the majority of each flight. At a burn rate of 40 gph the aircraft should have consumed approximately 60 gallons of fuel at the time of the accident. Due to the type of operations fuel consumption should have been somewhat higher than cruise settings. Per the aircraft specifications it is required that take off be accomplished on the "right or reserve fuel tank". The reserve tank is the lower 20-gallon portion of the 55 gallon left tank and is accessed by a standpipe type design. The pick up for the left tank is higher than the pick up for the reserve. I returned to the scene on 10/19/2005 accompanied by privacy data omitted that had performed much of the restoration work. privacy data omitted Were extremely helpful in identifying key components in the wreckage. I had requested their presence to help explain a recent STC that had been installed to the aircraft that added an electric fuel boost pump. With their assistance both fuel selector knobs were found and witness marks on the aft fuel selector handle indicate the right side fuel tank was selected. By evaluating inertial bending of the keyway on the front cockpit fuel selector knob I determined it too indicated right tank selection. The fuel selector valve was located and photographed. The fuel valve position was not recognizable without further reference. Photographs inside the left side fuel tank further revealed a shiny interior that was free of fuel. The tank had been burned on the exterior but was free from holes except for the vent line. I was able to locate the stc'd electric boost pump, wobble pump, and engine driven fuel pump at the wreckage. All components were free of pre-impact visible defects. After leaving the scene on 10/19/2005 I coordinated release of the wreckage with the NTSB and released it to the insurance provider privacy data omitted from aig aviation insurance. ^pri^ indicated that atlanta air salvage would be there soon to retrieve the aircraft. On 10/20/2005 I was able to contact privacy data omitted with regard to a video I had been informed he had been taking during the flights and immediately following the accident. He committed to send me a copy for investigative purposes on 10/20/2005 via us postal service. On 10/24/2005 I viewed the video and gathered no additional information relative to the accident. The accident takeoff was filmed up to approximately 3 seconds prior to the event. In addition, on 10/24/2005 I received a phone call from atlanta air salvage indicating that some of the wreckage had been removed from the scene. I informed them that it had been turned over to the insurance company on 10/19/2005 and that the FAA nor NTSB was responsible for securing the site and that site security was the responsibility of the aircraft owner or insurance provider. On 10/25/2005 I returned to the scene to view the underside of the left side main fuel tank area. Atlanta air salvage was present and lifted the wing for my viewing. I opened all access panels and verified no damage was done to the tank. I observed heat damage but the fuel tank was not breached except for a small impact tear on the top inboard side measuring 1" long. This 1" long opening was from impact damage and was on the top side of the tank away from direct flames. The tank interior as viewed through the fuel cap remained shiny and free from any sign of fuel or burning despite the tanks exposure to flames. In addition, I removed the fuel selector valve to verify operation and condition. I found the fuel selector cork to be in good overall condition and to function properly. The lines leading to and from the valve were present and intact in the immediate area. By disassembly and tracing the fuel lines I was able to determine that the valve was in the "right tank" position. This position is consistent with slap marks on the aft fuel selector handle as found on the site visit on 10/19/2005. privacy data omitted Passenger on the accident flight is at baptist hospital in winston salem, NC. privacy data omitted Has indicated that he wishes to speak with me as soon as he is able. Currently he is in the icu with 2ND/3RD degree burns covering 50% of his body. I have provided his family with my contact information and will conduct an interview as soon as possible. I was able to obtain phots of the interior of the aft cockpit and plan to use these in asking questions. I will amend the 8020-23 as soon as I have a chance to discuss the event with privacy data omitted aviation safety inspector, inspector in charge, greensboro NC FSDO