# NTSB ANC96LA020: Beech G18S, N340K, Nome, AK, December 18, 1995 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: December 18, 1995, 13:16 local (17:16 UTC) - Place: Nome, AK - Coordinates: 64.710929, -164.620513 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=64.7109&lon=-164.6205&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report April 18, 1996 - Report: Approved by Office Director - NTSB office: Alaska Regional Office - NTSB case key (mKey): 2793 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC96LA020 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/2793/pdf - Page: https://openairdocs.org/ntsb/ANC96LA020 ## Probable cause The pilot exceeding the weight and balance limitations of the airplane and improperly utilizing the airplane's elevator trim by selecting full nose up trim. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, takeoff - initial climb - aircraft weight and balance - exceeded, pilot in command (cause) - elevator trim - improper use of, pilot in command (cause) - Loss of control - in flight, descent - uncontrolled - stall - inadvertent, pilot in command - In flight collision with terrain/water, descent - uncontrolled ## Analysis The pilot was attempting to transport by-pass mail from Nome to Gambell, Alaska. The pilot stated that the takeoff run was normal until he rotated the nose of the airplane to lift off. The pilot said the airplane pitched up and he had to apply full forward control yoke pressure while he adjusted the pitch trim to nose down. The airplane rolled to the left and the pilot used the rudders to level the wings prior to impact. The information provided by the company, the FAA, and the post office, indicate that the airplane weighed 10,114 pounds at the time of the takeoff. The certificated maximum gross weight was 10,100 pounds. A weight and balance calculation, based upon information obtained from the company and the placarded limits on the airplane, showed a center of gravity of 121.9 inches. The center of gravity limits shown in the airplane manual are 113 to 120.5 inches. The wreckage examination showed that the elevator trim indicator was indicating full nose up trim. ## Factual narrative HISTORY OF FLIGHT On December 18, 1995, at 1316 Alaska standard time, a retractable gear, wheel equipped Beech G18S airplane, N340K, registered to and operated by Bering Air, Inc., of Nome, Alaska, crashed after takeoff from the Nome Airport. The on demand air taxi flight, operating under 14 CFR Part 135, was departing Nome and the destination was Gambell, Alaska. Visual meteorological conditions prevailed and a visual flight rules flight plan was filed. The airline transport certificated pilot, the sole occupant, received minor injuries. The airplane received substantial damage and was involved in a postimpact fire. WITNESSES During a telephone conversation with Angelo Bufus, the Nome Airport Manager, he stated he was positioned about midway on the runway just outside of the runway edge marker lights. He stated he watched the airplane takeoff and the engines sounded normal as the airplane went by his location. After the airplane lifted off he saw the right wing come up. He stated he did not see anything further. INJURIES TO PERSONS The pilot, the sole occupant, received minor injuries. DAMAGE TO AIRCRAFT The airplane received substantial damage. The fuselage of the airplane was crushed upward along the entire longitudinal axis of the airplane. The right engine separated from the engine nacelle. Both wings were damaged by a postimpact fire. PERSONNEL INFORMATION According to the NTSB Form 6120.1/2, the pilot had a total time of 8,500 hours with 450 hours in the Beech 18 airplane. He received a biennial flight review equivalency in the form of a 14 CFR Part 135 checkride on December 13, 1995 in a Cessna 207 airplane. WRECKAGE AND IMPACT INFORMATION The airplane came to rest approximately 400 feet beyond the departure end of runway 27, and approximately 1,000 feet left of the runway's centerline. The terrain beyond the extended centerline consisted of a river and a road. The terrain was smooth with few obstructions. However, the terrain to the left of the runway's centerline, the location of the airplane wreckage, was characterized by small "tailing piles" varying in height upwards to 15 feet. The airplane came to rest on a bank with the nose resting upward and the airplane's right wing lower then the left wing. FIRE According to the pilot, there was a fire in each of the wing/engine nacelle areas after the airplane came to a stop. The pilot stated there was no in-flight fire. TEST AND RESEARCH According to the documentation provided by the Operator, Bering Air, the pilot had a load of by-pass mail on board. The manifest showed that the cargo weighed 2,460 pounds. The pilot stated that he had 900 pounds of fuel on board, and the airplane records show that the empty weight of the airplane, including oil and unusable fuel, was 6,580 pounds. According to the pilot's medical certificate information, the pilot weighed 174 pounds. This information places the gross weight of the airplane at the time of takeoff at 10,114 pounds. The certificated maximum gross weight of the airplane was 10,100 pounds. The Bering Air, Inc., weight and balance data shows that the airplane cabin is divided into six bays. The records show that the bays are numbered starting from the cockpit as 1 through 6. Bays 1, 2, and 3 each have a maximum load capacity of 950 pounds. Bays 4 and 5 are limited to 350 pounds and bay 6 is limited to 300 pounds. During a telephone conversation with Rudy Scott, Bering Air's Director of Maintenance, he stated that he saw the load in the airplane after the accident and most of the weight was in the first three bays. Bay number 4 had some mail bags and potato chips. He was unable to state how much weight was in each of the bays. He stated that the cargo was by-pass mail and consisted mostly of groceries. There were at least two pallets of mail. The pallets were brought up to the airplane and the load was transferred from the pallets into the airplane. The mail weight of 2,460 pounds was provided by Bering Air, Inc.. A weight and balance calculation was computed using the following information: weight moment Aircraft empty weight including oil and unusable fuel --------------6,580 lbs 758,892 pilot ----------------------- 174 lbs 15,500 fuel ------------------------ 900 lbs 113,000 bay 1, max wt --------------- 950 lbs 114,000 bay 2, max wt --------------- 950 lbs 144,000 bay 3, ---------------------- 350 lbs 64,000 bay 4, ---------------------- 110 lbs 24,000 ____________________________________________________________ total ----------- 10,114 lbs 1,233,392 Calculated center of gravity = 121.9 inches. According to the airplane weight and balance manual, the normal center of gravity limits at a gross weight of 10,100 pounds ranges from 113 inches to 120.5 inches. The pilot stated that he completed a weight and balance calculation prior to departure. He stated that the calculation sheet was on the airplane. The airplane wing/engine nacelle areas were damaged by postimpact fire, however, the interior of the airplane was not damaged. The weight and balance calculation sheet was not located. ADDITIONAL INFORMATION The elevator arm assembly was found broken in the wreckage. The fracture surfaces were visually inspected and no striation marks were visible. The outside of the elevator arm assembly was covered with soot and the bottom of the arm was gouged. The elevator arm shaft was bent in the areas of the fractures. ## Aircraft - Registration: [N340K](https://openairdocs.org/deregistered/N340K-1997-10-10), registration cancelled 1997-10-10, S/N BA605 (OpenAirDocs) - Reported make and model: Beech G18S - Registry model: [Beech G18S](https://openairdocs.org/model/beech-g18s) (registry code 1151010) (OpenAirDocs) - Category: Airplane - Serial number: BA605 - Airframe hours: 6886 - Engines: P&W R-985 450 horsepower reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Part 135 - Registered owner: Bering Air, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: AAIP, November 28, 1995, 15 hours before - Destination: GAM, GAMBELL, AK - Flight plan: VFR - Airport: OME, Nome, runway 27, 6,000 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 34; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: left; flight hours: 8,500 total, 450 in this make and model, 8,500 as pilot in command, 200 in the last 90 days, 60 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: -0 °F ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19951218041429A](https://openairdocs.org/incident/19951218041429A), Dec 18, 1995: Beech G18S, Nome, AK, Substantial damage. Stalled on takeoff. Possible load shift. Slightly over gross weight. No mechanical anomalies found. ## Other investigations on N340K (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB NYC76FGM49](https://openairdocs.org/ntsb/NYC76FGM49-201346), Sep 16, 1976: Beech G18S (N340K), Beaver Falls, PA, substantial damage From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.