# NTSB BFO95LA078: North American SNJ-5, N830JD, Luray, VA, August 9, 1995 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: August 9, 1995, 17:50 local (21:50 UTC) - Place: Luray, VA - Coordinates: 38.660472, -78.449913 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.6605&lon=-78.4499&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report April 29, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 9067 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=BFO95LA078 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/9067/pdf - Page: https://openairdocs.org/ntsb/BFO95LA078 ## Probable cause the pilot's failure to attain the proper touchdown point on the runway during a precautionary landing. A factor was an undetermined lubricating system problem. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, cruise - lubricating system - undetermined (contributing factor) - Overrun, landing - roll - precautionary landing - performed, pilot in command - proper touchdown point - not attained, pilot in command (cause) - terrain condition - drop-off/descending embankment ## Analysis According to a pilot/witness, the pilot was in cruise flight, in formation with 6 other airplanes, when he reported over the radio that he had an unspecified oil problem. The pilot/witness had a hand held GPS, so he gave the pilot of the accident airplane magnetic bearing and distance to the nearest airport. The pilot/witness stated that the accident airplane started an immediate turn and descent for what appeared to be a straight-in to the runway. Witnesses reported that the airplane approached the runway with the landing gear and the flaps down. One witness stated that the pilot of the accident airplane flew approximately three quarters of the way down the runway before landing. The airplane rolled off the end of the runway and down an embankment. Postaccident examination revealed no evidence of preimpact mechanical malfunction of the engine or it's systems, including the lubricating system. The pilot reported that he does not recall the accident flight. ## Factual narrative On August 9, 1995, at 1750 eastern daylight time, a North American SNJ-5, N830JD, ran off the departure end of the runway during a precautionary landing at Luray Caverns Airport, Luray, Virginia. The commercial pilot and one passenger received serious injuries and the aircraft sustained substantial damage. The aircraft was being operated under 14 CFR Part 91. Visual meteorological conditions prevailed at the time and no flight plan had been filed. The flight originated from Elkins, West Virginia, exact time unknown. The accident airplane was one of a flight of seven airplanes which were en route to Andrews AFB, Maryland to participate in the Freedom Flight, an event commemorating the fiftieth anniversary of the end of World War II. The flight of seven airplanes stopped at Elkins-Randolph County-Jennings Randolph Field, in Elkins, West Virginia, to refuel. The pilot reported that, due to injuries he sustained in the accident, he has not been able to recall any specifics of the accident flight. According to one of the other pilots (pilot/witness) in the flight, the seven airplanes were cruise flight, in formation at an altitude of between 6 and 8 thousand feet, when he heard the pilot of the accident airplane state over the radio that he had an oil problem. The pilot/witness had a handheld Global Positioning System (GPS) unit, and provided the pilot of the accident airplane with the magnetic bearing and distance to the nearest airport. The pilot/witness stated that he observed the accident airplane begin an immediate descent and turn for what appeared to be a straight in approach to the runway. Witnesses on the ground reported that they saw the airplane on final approach for the runway, with landing gear and flaps extended. They stated that the airplane appeared unusually high on the approach. One witness reported that the pilot of the accident airplane appeared to fly down about 3/4 of the length of the runway, at an estimated altitude of 200 feet above the ground, before attempting to land on the last quarter of the runway. The pilot/witness stated that he followed the accident airplane to the airport, and watched as the airplane touched down at what he thought was about halfway down the runway. State police and Federal Aviation Administration (FAA) Inspectors traced what appeared to be tire tread marks from the wreckage area back onto the runway. The FAA Inspector stated that the airplane appeared to have touched down "...within 250 feet of the departure end of [the] 3,125 feet long...asphalt runway." The airplane continued off the departure end of the runway, down a steep embankment, and across a utility road, before it collided with another embankment and came to a stop. The airplane came to rest with one propeller blade bent aft and under the fuselage. The bottom portion of the radial engine was pushed in towards the fuselage approximately 12 inches. The FAA inspectors reported that during their initial examination of the airplane, they noted that the fuel tanks in both wings were approximately half full of fuel, but there was no oil in the oil tank. They found no evidence of oil on the belly or windscreen of the airplane. Inspection of the engine compartment revealed no signs of any broken lines or loose connectors. Further investigation revealed a pool of oil in the ditch where the airplane had impacted the embankment. The engine was removed from the airframe and sent to an overhaul facility. After unpacking the engine from the shipping crate, it was discovered that the fuel pump was not shipped with the engine. The engine was examined and prepared for a test run. The engine started on the second attempt, and operated satisfactorily throughout the test run. There was no evidence of preimpact mechanical malfunction of the engine. ## Aircraft - Registration: N830JD (not matched to a registry record) - Reported make and model: North American SNJ-5 - Category: Airplane - Serial number: 88-15761 - Airframe hours: 3288 - Engines: P&W R-1340 ANI 600 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: John Darznieks - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 17, 1995, 61 hours before - Departed: EKN, ELKINS, WV - Destination: ADW, ANDREWS AFB, MD - Airport: W45, Luray Caverns, runway 22, 3,125 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 39; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--no waivers/lim.; seat: front; flight hours: 1,032 total, 64 in this make and model, 941 as pilot in command, 75 in the last 90 days, 35 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 210° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: 3,300 ft overcast - Temperature: 75 °F, dew point 63 °F - Altimeter: 30.00 inHg - Observed at: SHD, 31 nm away ## 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 19950809049519A](https://openairdocs.org/incident/19950809049519A), Aug 9, 1995: Namer SNJ5, Luray, VA, Substantial damage. (-16) Due to an alleged loss of oil pressure the pilot attempted a precautionary landing on runway 22 at Luray caverns airport (W45), Luray, Virginia. The… 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.