# NTSB MIA05FA020: Rawdon Bros. T1, N2706D, Pembroke Pines, FL, November 2, 2004 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: November 2, 2004, 12:16 local (17:16 UTC) - Place: Pembroke Pines, FL - Coordinates: 26.001388, -80.240554 - Nearby events: https://openairdocs.org/map.md?lat=26.0014&lon=-80.2406&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report June 8, 2005 - Report: Approved by Office Director - Parties: FAA FSDO - NTSB case key (mKey): 60496 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA05FA020 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/60496/pdf - Page: https://openairdocs.org/ntsb/MIA05FA020 ## Probable cause Improper maintenance by company maintenance personnel, and the pilot-in-command's operating the airplane with known deficiencies, which resulted in the loss of engine power due to fuel system contamination, and a loss of control while maneuvering to return to the airport. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, takeoff - initial climb - maintenance - improper, company maintenance personnel (cause) - fuel system - contamination - operation with known deficiencies in equipment - attempted, pilot in command (cause) - Forced landing, emergency landing after takeoff - Loss of control - in flight, emergency landing after takeoff - airspeed - not maintained, pilot in command - stall - inadvertent, pilot in command - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis Witnesses stated that they saw the accident airplane initiate a normal takeoff from runway 09, and while at a low altitude during initial climb, they saw it make what appeared to be a left turn from going west, toward the north, and it suddenly descended nose down in a steep left turn and impacted the runway. The controller at the North Perry Airport control tower stated that after the airplane took off from runway 09R, and while it was climbing out at an altitude of about 100 feet he received a radio communications call from he pilot stating that he had an engine problem. The controller replied stating, "anything you want," and this was the last radio communication he had with the accident airplane. The controller stated that he observed the airplane in a left descending turn, and the airplane impacted the ground. A mechanic employed with the operator stated that the pilot had made an earlier flight, and when he landed, he exited the airplane, entered the hangar, and spoke with the maintenance manager about an engine problem he had experienced. The mechanic said that the accident airplane had a history of engine problems, and when the pilot returned there were two problems. One problem was smoke oil leaning on the windshield, and the second problem was the engine missing/sputtering and occasionally ceasing to operate in flight. He said he overheard the discussion between the pilot and the maintenance manager, and it pertained to the operation of the fuel system. During examination of the accident airplane debris was found in the carburetor bowl and in the carburetor float chamber. An electric fuel pump was found to contain a large quantity of debris in the fuel pump chamber. ## Factual narrative HISTORY OF FLIGHT On November 2, 2004, about 1216 eastern standard time, a Rawdon T-1, N2706D, registered to and operated by Van Wagner Aerial Media LLC, as a title 14 CFR Part 91 aerial advertising flight, crashed while departing from North Perry Airport, Pembroke Pines, Florida. Visual meteorological conditions prevailed, and no flight plan was filed. The commercial-rated pilot received fatal injuries, and the airplane incurred substantial damage. The flight was originating at the time of the accident. Witnesses stated that they saw the accident airplane initiate a normal takeoff from runway 09R, and while at a low altitude during initial climb, they saw it make what appeared to be a left turn from going east, toward the north, The witnesses further stated that as the airplane turned, it suddenly descended nose down, in a steep left turn toward runway 09L/27R. It impacted the runway in a left, turning, steep nose-down attitude. The controller at the North Perry Airport control tower stated that after the airplane took off from runway 09R, and while it was climbing out at an altitude of about 100 feet he received a radio communications call from he pilot stating that he had an engine problem. The controller replied stating, "anything you want," and this was his last radio communication with the accident airplane. The controller stated that he observed the airplane in a left descending turn, and it impacted the ground. It came to rest nose down, about 100 yards from the approach end of runway 27R. The general manager of Van Wagner Aerial Media LLC stated that the accident airplane had recently completed a flight prior to the accident flight, and during the accident flight, the pilot was departing on his second aerial advertising flight of the day, with the intention of displaying the message "VOTE." He further stated that the airplane was carrying about 20 gallons of fuel in the left tank, 20 gallons in the right tank, and 15 gallons of fuel in the auxiliary tank. A mechanic employed with the operator stated that the pilot had made an earlier flight, and when he landed, he exited the airplane, entered the hangar, and spoke with the maintenance manager about an engine problem he had experienced. The mechanic said that the accident airplane had a history of engine problems. He said that when the pilot had returned there were two problems. One problem was smoke oil leaning on the windshield, and the second problem was the engine missing/sputtering and occasionally ceasing to operate in flight. The mechanic said that while he was working on a smoke oil leakage problem he was within earshot and overheard the discussion between the pilot and the maintenance manager. He said the discussion pertained to the operation of the fuel system, and the maintenance manager told the pilot that based on how the fuel tanks are connected, neither the right main tank or the auxiliary tank can be allowed to run out of fuel, because air would be brought into the system, and the engine would cease operating. The mechanic further stated that after the discussion with the maintenance manager the pilot then added fuel and departed on the accident flight. PERSONNEL INFORMATION The pilot held an FAA commercial pilot certificate, with airplane single and multiengine land ratings. He also held an FAA second-class medical certificate, issued on June 29, 2004, with no stated waivers/limitations. The pilot's logbook was not provided to the NTSB, but according to information obtained from the company, he had accumulated 9,650 total flight hours, of which 7,650 total flight hours had been logged in single engine airplanes. In the past 90 days he had flown the accident airplane about 20 hours. He had flown 10 hours in the last 30 days, and about 2 hours during the past 24 hours. He had accumulated a total of about 32 hours as pilot-in-command in the accident airplane. AIRCRAFT INFORMATION N2706D is a Rawdon model T-1 airplane, serial number T1-26, and it was manufactured in 1957. The accident airplane had originally been a two-seat agricultural duster/sprayer airplane, and it had been altered to carry smoke oil, for use in sky writing/aerial advertising, and was certified in the restricted category. At the time of the accident, the airplane had accumulated about 4,516 total flight hours on the airframe. The airplane was equipped with a Lycoming O-540-A1D5 reciprocating engine, which produces 250 horsepower, and a McCauley two-bladed propeller, model IA200/FA9044, The propeller was last overhauled on April 3, 2003. Maintenance records showed the airplane was last inspected on February 11, 2004, and at that time it had received an annual inspection. At the time of the accident, it had accumulated approximately 51 flight hours since the last annual inspection. Its static system, altimeter, and transponder had last been tested on January 20, 2003. METEOROLOGICAL INFORMATION Visual meteorological conditions prevailed, and the North Perry Airport 1225, surface weather observation was, wind from 140 degrees at 13 knots, visibility 10 statute miles, sky condition, 3,600 feet scattered, 5,500 feet broken, temperature 29 degrees Celsius, dew point temperature 21 degrees Celsius, altimeter setting 30.10 inHg. WRECKAGE AND IMPACT INFORMATION The airplane wreckage was located on the North Perry Airport property, and had come to rest north of the centerline of the runway, about 524 feet from the beginning of runway 27R. Witnesses had stated that the airplane had initially impacted the ground in a left wing low, nose low attitude. During the impact sequence the airplane made a series of gouges in the grass, and pieces of airframe were found in the vicinity of each gouge. The gouges/debris field had continued from the initial impact point, across the runway, and was oriented along an azimuth of about 340 degrees magnetic. The debris path from the initial impact point to the main wreckage was about 107 feet long. At the accident scene the airplane was observed outfitted with a tank for smoke oil and aft of this was an auxiliary fuel tank, both of which were mounted aft of the single pilot compartment. As the airplane was positioned vertically, the tail had partially separated due to impact forces, and had folded just aft of the auxiliary fuel tank. The aft fuselage then dangled down on the right side, partially held by the aircraft skin. All components of the airplane necessary for flight were located in the vicinity of the wreckage. There was no evidence of fire having occurred at the scene, and the main wreckage of the airplane was positioned vertically, with both wings even with the surface of the asphalt runway, and both fixed main landing gear structures providing support to maintain it vertically. The airplane rested on its nose, with the top/canopy oriented to the south. The impact had separated the engine from the airframe, and had crushed the pilot compartment. The engine lay slightly to the left of the longitudinal axis, and forward of the vertical main wreckage. After the initial impact mark in the grass as viewed along the azimuth of the debris field, there was a single propeller slash in the grass, perpendicular to the debris path, and following the single slash mark, there was a large shallow crater into which the propeller had been deposited. The propeller had detached at the hub, and the fracture surface displayed signs consistent with overload. As the propeller lay in the crater, it was positioned upside down and oriented length-wise along the azimuth of the debris field, with one tip closer to the start of the debris field being imbedded in the dirt, and angled under the grass. One blade had a slight length-wise bend that was angled upward and in addition that same blade displayed s-type bending, and span-wise as well as chordwise scratching/burnishment on the forward flat portion of the propeller. The other bla ## Aircraft - Registration: [N2706D](https://openairdocs.org/deregistered/N2706D-2012-10-18), registration cancelled 2012-10-18, S/N T1-26, built 1957 (OpenAirDocs) - Reported make and model: Rawdon Bros. Aircraft T1 - Registry model: [Rawdon T1](https://openairdocs.org/model/rawdon-t1) (registry code 7500102) (OpenAirDocs) - Registry engine: [Lycoming 0-540 series](https://openairdocs.org/engine/lycoming-0-540-series) (registry code 41532, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: T1-26 - Airframe hours: 4516 - Engines: Lycoming O-540-A1B5 250 horsepower reciprocating - Damage: Destroyed - Flight: Other work use, Part 91 - Registered owner: Van Wagner Aerial Media, LLC - Airworthiness certificate: Special, Restricted (Special) - Last inspection: Annual, February 11, 2004, 51 hours before - Departed: HWO, Pembroke Pines, FL - Destination: HWO - Airport: HWO, North Perry Airport, runway 09R, 3,210 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 54; injuries: fatal; commercial; airplane ratings: single-engine land, multi-engine land; medical: class 2, valid medical--no waivers/lim.; last flight review January 4, 2003; seat: front; toxicology performed; flight hours: 9,650 total, 100 in this make and model, 9,500 as pilot in command, 200 in the last 90 days, 40 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 140° at 13 knots - Visibility: 10 statute miles - Lowest ceiling: 5,500 ft broken - Temperature: 84 °F, dew point 70 °F - Altimeter: 30.10 inHg - Observed at: HWO ## 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 20041102031119A](https://openairdocs.org/incident/20041102031119A), Nov 2, 2004: Rawdon T1, Hollywood, FL, Substantial damage, 1 fatal. (-23) On November 2, 2004, at about 1216 EST, a Rawdon T-1, N2607D, registered to and operated by van wagner aerial media LLC, as a title 14 CFR part 91 aerial… ## Other investigations on N2706D (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 MIA00LA173](https://openairdocs.org/ntsb/MIA00LA173), May 27, 2000: Rawdon T1 (N2706D), North Miami Bch, FL, substantial damage. Probable cause: The failure of the pilot to change the fuel selector position after experiencing surging of the engine. Contributing to the accident was the partial loss of engine power due to fuel starvation and… 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.