# NTSB CHI99MA269: Beech 65-A90, N518DM, Marine City, MI, July 31, 1999 - Type: NTSB accident investigation - Classification: Accident · Fatal · Major investigation · Final report - Date: July 31, 1999, 08:25 local (12:25 UTC) - Place: Marine City, MI - Coordinates: 42.709587, -82.489471 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.7096&lon=-82.4895&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 10 fatal - Status: Completed, report October 13, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 46913 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI99MA269 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/46913/pdf - Page: https://openairdocs.org/ntsb/CHI99MA269 ## Probable cause The pilot's failure to maintain adequate airspeed, which resulted in a stall, inflight loss of contol, and collision with the ground. ## 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 - airspeed - not maintained, pilot in command (cause) - stall - inadvertent, pilot in command (cause) - maintenance,annual inspection - not performed, company/operator management - maintenance,compliance with ad - not complied with, company/operator management - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The airplane impacted the terrain approximately 2,065 feet south of the departure end of runway 22. Damage to the cockpit section of the wreckage indicated a nose down crush angle of approximately 80 degrees. The wreckage path was on a 208 degree heading, and the distance from the initial impact to the location of the empennage was about 142 feet. The cockpit and cabin were destroyed by post impact fire. Examination of the engines and propellers revealed no preexisting failures or conditions that would have prevented normal operation. The engines exhibited indications of rotation, and the witness marks on both sets of propellers were consistent with the propellers operating in the governing range at impact. Control continuity was established from the right aileron, elevator, and rudder. Witnesses reported the airplane seem to be operating normally during taxi and takeoff, but that it entered a steep left bank after clearing a 100 foot powerline located about 1,800 feet from the departure end of runway 22. After entering the steep left turn, the nose of the airplane dropped and the airplane impacted the ground. There was no evidence in the airplane's maintenance records of any annual maintenance inspection since August, 1997, although an airframe and powerplant mechanic reported that he had completed an inspection on June 30, 1999. There was no record in the airplane's mainteance records of compliance with five airworthiness directives applicable to the airplane. ## Factual narrative HISTORY OF FLIGHT On July 31, 1999, about 0825 eastern daylight time, a Beech Model 65-A90, N518DM, operated by the Parahawks Skydiving Center, impacted the ground during climbout from runway 22 at the Marine City Airport (76G), Marine City, Michigan. (All times in this report are eastern daylight time, based on a 24-hour clock.) The pilot and nine parachutists who were on board received fatal injuries, and the airplane was destroyed by impact forces and a postimpact fire. The local skydiving flight, which was operating under 14 Code of Federal Regulations (CFR) Part 91, was not on a flight plan, and visual meteorological conditions existed at the time of the accident. During post accident interviews, a witness, who normally refueled the airplane during skydiving operations, reported that he saw the pilot about 0745 to 0800 near the hangar, and that the pilot looked fine and alert. He reported that before the airplane taxied for departure, he observed both engines running and rechecked the auxiliary power unit door to verify that it was closed. He stated that he then gave the pilot a thumbs-up signal and that the pilot returned the thumbs-up signal and smiled. The witness reported that the airplane seemed normal as he watched it taxi for takeoff. Another witness, a parachutist who was standing near the windsock at the skydiving sandpit which is located north of runway 22, stated that he observed the airplane during its takeoff roll and climb. He reported seeing someone sitting in the copilot seat when the airplane was halfway down the runway. He stated that after the airplane departed the runway, it turned to the right and went behind trees. The witness stated that he then saw the airplane climb above the trees flying wings level for about 3 seconds. He reported that the airplane then entered a steep left bank about 200 to 250 feet above ground level (agl). The airplane continued in a steep left bank for about 5 seconds until it impacted the ground. The witness stated that he could see the entire top of the airplane before impact. The witness reported that he had never before seen the pilot turn left during climbout and that it appeared that the pilot was attempting to return to the airport. Another witness, a parachutist who was standing about 50 yards from runway 22 and due south of the skydiving sandpit, reported that he also saw the airplane during its takeoff roll. He reported that the airplane was traveling about 45 mph when it passed the hangar and that it rotated off runway 22 approximately halfway down the runway. He stated that after rotation, the landing gear came up, the flaps were raised, and the airplane accelerated to about 110 to 120 knots. He reported that the airplane did not climb higher than 10 to 20 feet agl until it passed the end of the runway. At that point, the airplane banked about 15 to 20 degrees to the right, making a turn of about 90 degrees. The witness reported that the airplane then went behind trees. Shortly after, he observed the airplane in a steep left turn that he estimated was 60 degrees angle of bank or greater. He reported that the airplane was running well and that he could see both engines when the airplane was in the left turn. The witness stated that the airplane's altitude was about the height of the powerlines that are located about 1800 feet southwest of the end of the runway (about 100 feet agl) and that the airplane did not fly over the powerlines. He reported that the nose of the airplane went down quickly but that he did not see the airplane impact the ground because his view was obstructed by trees. He reported that it appeared that the pilot intended to turn back to the airport. Another witness, a homeowner who was standing outside his house about 1/2 mile from the departure end of runway 22 and to the left of the extended runway centerline, reported that he observed the airplane airborne over the runway with its gear retracted. He stated that the airplane accelerated normally, the engines sounded fine, and both propellers were turning. He reported that the airplane cleared the powerlines by 50 to 60 feet and that the airplane's peak altitude was at least 150 to 160 feet agl. He reported that the airplane went into a steep left bank after clearing the powerlines. He further reported that he did not see a wing rock or dip and that the bank angle kept increasing in a continuous fluid motion to about 90 degrees. The witness stated that the airplane made about 120 degrees of heading change in about 3 seconds before the nose went down. He reported that the nose of the airplane dropped at least 60 degrees before impacting the ground. He further reported that he heard the impact and the low explosion, which was followed by fire. Another witness, a homeowner who observed the airplane from inside his house about 1/4 mile south of the powerlines, reported that he saw the airplane clear the powerlines. He stated that the wings dipped to the right and that the airplane then went into an extreme left bank. He reported that the time of the right wing dip to the time of impact was about 5 to 6 seconds. He further reported that he could see the airplane's belly and the bottom of its wings before impact. The witness stated that he did not see the impact because his view was obstructed by a hedgerow. The airplane impacted the ground in a grassy field located about 2,000 feet south of the departure end of runway 22. PERSONNEL INFORMATION The pilot held an airline transport pilot certificate with the ratings and limitations of airplane multi-engine land, single-engine land, and type ratings for DA-20, Learjet, and DC-9. He held a Federal Aviation Administration (FAA) first-class medical certificate dated March 30, 1999. Since June 1, 1998, the pilot had been employed as a DC-9 pilot by a 14 CFR Part 121 commercial airline and was flying as a DC-9 captain. According to his medical certificate application, the pilot had accumulated about 9,700 total flying hours as of March 30, 1999. The pilot's flight logbooks were not recovered during the course of the investigation. A witness reported that the pilot had been flying since age 16. The witness stated that the pilot's father had operated a skydiving operation at 76G during the 1970s and 1980s and that the pilot had learned to fly and skydive during that time. The witness further reported that the pilot had performed about 8,000 total skydiving jumps. The pilot and his mother owned and operated the Parahawks Skydiving Center at 76G and High Adventure II, Inc., which owned the accident airplane. The Parahawks Skydiving Center normally used the service of a contract pilot during skydiving operations. The accident pilot also flew the airplane when needed, and a third pilot was occasionally used during weekend operations. According to Michigan State Motor Vehicle and court records, the accident pilot was arrested three times for alcohol-related offenses involving a motor vehicle. On October 28, 1991, the pilot was convicted of an Implied Consent Offense resulting from a June 7, 1991, refusal to be tested for alcohol by a law enforcement officer. His driving license was suspended for 6 months. On August 9, 1996, the pilot was convicted of an Operating While Impaired by Liquor offense resulting from an August 31, 1995, arrest. His driving license was suspended for 3 months. On September 11, 1998, the pilot was arrested on a charge of Operating Under the Influence of Liquor. The case had not come to trial at the time of the accident. According to the police report, the pilot was stopped about 0038 for improper lane use (weaving between the lanes of an interstate highway). The pilot failed a sobriety test and a preliminary breath test. A blood alcohol test indicated a reading of .12 grams of alcohol per 100 milliliters of blood. The arresting officer noted that "[The pilot] was advised ## Aircraft - Registration: [N518DM](https://openairdocs.org/deregistered/N518DM-2000-05-01), registration cancelled 2000-05-01, S/N LJ-251 (OpenAirDocs) - Reported make and model: Beech 65-A90 - Registry model: [Beech 65-A90](https://openairdocs.org/model/beech-65-a90) (registry code 1152908) (OpenAirDocs) - Category: Airplane - Serial number: LJ-251 - Airframe hours: 8986 - Engines: P&W PT6A-20 550 horsepower turbo prop - Damage: Destroyed - Fire: On-Ground - Flight: Skydiving, Part 91 - Operator: Parahawks Skydiving Center - Registered owner: High Adventure II - Airworthiness certificate: Standard, Normal - Last inspection: Continuous airworthiness, August 25, 1997, 521 hours before - Departed: 76G - Airport: 76G, Marine City Airport, runway 22, 3,100 × 40 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 40; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: left; toxicology performed; flight hours: 9,700 total ## Weather - Conditions: Visual (VMC), Day - Wind: 200° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: 15,000 ft overcast - Temperature: 81 °F, dew point 70 °F - Altimeter: 29.00 inHg - Observed at: MTC, 12 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 19990731010159A](https://openairdocs.org/incident/19990731010159A), Jul 31, 1999: Beech 65A90, Marine City, MI, Destroyed, 10 fatal. Skydiving acft took off, banked sharply to the right, and crashed, the pilot and 9 parachute jumpers on board sustained fatal injuries, the acft was destroyed… 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.