NYC95LA021

The Boeing A-75N (stearman PT-17) had two pilots onboard. Several witnesses, both on the ground and in flight, observed the airplane maneuvering. The ground witnesses reported the airplane completed a loop and then struck the water in a nose low attitude. The inflight witness reported the airplane was in a steep left turn, entered a left spin, recovered, and struck the water in a nose low, wings level attitude. Examination of the airplane revealed the upper wings were bent forward and the lower wings rearward. The landing gear had separated aft and the engine mounts were pulled out on the top and buckled on the bottom. All flight control cables were attached and the elevator push/pull tube was fractured a a bend behind the cockpit. No evidence of a mechanical failure or malfunction was found with the engine or airframe.

On November 5, 1994, at about 1400 eastern standard time, a Boeing A-75N1 (PT-17, Stearman), N48190, piloted by Neale and Kenneth MacCarn, struck the water while maneuvering, near Sayville, New York. The airplane was destroyed, and the pilots were fatally injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the flight which was operated under 14 CFR Part 91.

The airplane was jointly owned by Neale MacCarn, his son, Kenneth MacCarn, and Robert Fritts. Mr. Fritts reported that he was in the airport hanger with Neale MacCarn when they observed Kenneth MacCarn arrive. While watching Kenneth MacCarn preflight N48190, Neale MacCarn decided that he would also go flying, with his son. He boarded the airplane in the front seat, while Kenneth MacCarn occupied the rear seat. The airplane was then observed departing.

Several witnesses on the ground said the airplane performed a loop maneuver, but it failed to recover and struck the water in a nose low attitude. One witness, who reported he observed the accident while in flight, reported seeing the airplane in a steep left turn, when the nose dropped and the airplane entered a spin to the left. The airplane recovered from the spin when it struck the water in a wings level, slightly nose-low attitude.

The airplane was recovered from the water on November 8, 1994. Both lower wings were bent aft, with more bending toward outboard. The outboard sections of the upper wings were bent forward. The landing gear had separated from the fuselage in a rearward direction. The engine and engine mount had separated from the fuselage. The bolts on the top of the engine mount bolts were pulled out. The lower mount was buckled and the bolts bent. All flight control cables were attached.

A control tube used between the cockpit elevator control and the elevator was fractured at a bend behind the cockpit. All seatbelt and shoulder harness attach points were still attached.

The engine was rotated by hand and compression was evident in all cylinders. The spark plugs were gray in appearance. Both propeller blades were splintered; one next to the hub and the other at mid-span.

The left side rudder horn was fractured near the outboard end. A metallurgical examination of the fracture surface found no evidence of fatigue or other type of pre-existing failure.

Autopsies were conducted by the Medical Examiners Office, Suffolk County, New York.

Toxicological testing conducted by the FAA Civil Aeromedical Institute, in Oklahoma City, Oklahoma, on both pilots was negative for drugs and alcohol.

According to insurance company and FAA records, the front seat pilot held a Private Pilot Certificate and had 3,000 hours total time, of which 350 hours were in the Boeing A-75N. The rear seat pilot held a Private Pilot Certificate and had 450 hours total time, with 50 hours in the Boeing A-75N.

The starting switch and magneto controls were located in the rear seat only. All flight and power controls were duplicated in both cockpits.

The pilot(s) operating the flight controls at the time of the accident was not determined. Designation of pilot-in-command and second pilot was based upon seats occupied