NYC98FA179

The airplane departed at night after maintenance was performed on the left engine. The pilot attempted to return to the airport and while on base leg struck the ground inverted and nose down. The left engine propeller was found feathered. On the left engine, the # 5 cylinder was off the engine and the # 5 piston with the connecting rod still attached were found nearby. Interviews revealed that during maintenance, the # 1,3,5,and 6 cylinders had been removed and reinstalled; however, the # 5 cylinder had not been tightened. Several people had worked on the airplane at various stages of the work. The maintenance facility did not have a system to pass down what had been accomplished, and the FAA did not require the tracking of work accomplished in other than 14 CFR Part 121, or 14 CFR Part 145 facilities.

History of flight

On September 4, 1998, about 2040 eastern daylight time, a Ted Smith, TS-600, N600JB, struck the ground during a precautionary landing at Donegal Springs Airpark, Marietta, Pennsylvania. The airplane was destroyed, and the certificated private pilot was fatally injured. Night visual meteorological conditions prevailed for the flight that had departed about 2035. No flight plan had been filed for the flight, which was destined for Wings Field, Philadelphia, Pennsylvania, and was conducted under 14 CFR Part 91.

The airplane had been at the Donegal Springs Airpark for maintenance on the left engine. A witness to the accident had flown to Wings Field, picked up the accident pilot, and returned him to Donegal Springs Airpark. The witness described the accident pilot as relaxed and upbeat, and his pre-flight inspection as thorough.

The witness reported that during the run-up, the engines sounded normal. He observed the airplane depart from Runway 27, with the navigation lights illuminated. He first became concerned after the airplane became airborne, and he heard the first power reduction. He described it as greater than he was used to hearing.

The witness continued to watch the airplane depart straight out and then turn to a left crosswind. As the airplane turned downwind, it angled toward the airport building, but stayed south of a road. The witness watched the airplane as it passed near the building and he estimated its altitude to be 400 feet above the ground. He could see the airplane illuminated against the sky, but could not determine if the landing gear was extended, or if one engine was shut down. Based on the sound, he thought both engines were operating at that time. As the airplane passed the building, the witness observed it turn away from the runway, as though the pilot was increasing the airplane's distance from the runway prior to turning base leg.

The witness reported that shortly after the airplane turned a left base for Runway 27, it disappeared from view behind another building. A few seconds later, he heard an increase in power, similar to full throttle, followed by a thud or impact sound about 1 second later. He could not hear the airplane after that, and called 911.

The airplane was found in a field near the approach end of Runway 27. The accident occurred during the hours of darkness at 40 degrees, 5.5 minutes north latitude, and 76 degrees, 33.81 minutes west longitude.

Personnel information

The pilot held a private pilot certificate with ratings for airplane single and multiengine land, and instrument airplane. He was issued a Federal Aviation Administration (FAA) Third Class Airman Medical Certificate, with no limitations on August 25, 1998. According to his pilot log book, which was current through August 14, 1998, he had logged a total time of 1,185.2 hours, 1,067.6 hours as pilot-in-command, and 397.9 hours in multiengine airplanes, all in accident airplane.

A check of the pilot's logbook revealed that he had received his multiengine rating on June 13, 1992, with a total multiengine time of 41.4 hours. He received his multiengine instrument rating on December 22, 1992, with a total multiengine time of 82.7 hours. Following that check ride, between November 2, 1993, and November 23, 1993, he received eight training flight which included instrument approaches. The last recorded dual instruction flight occurred on November 23, 1996.

Aircraft information

The airplane was a 1967 Ted Smith Aerostar 600. The airplane was serial number 60-0001, the original production prototype for the type certificate data sheet A17WE. The airplane was maintained under an annual inspection program.

Maintenance logbooks found in the airplane revealed that the last recorded annual inspection occurred on February 27, 1995. The last recorded inspection of the engines occurred on February 29, 1996. A check with the executor of the pilot's estate and a search of the pilot's residence failed to find any additional logbooks.

A check of the maintenance records from the facility that performed the maintenance failed to find a record of an annual inspection more recent than the inspection found in the airplane maintenance logbooks.

The weight of the airplane at takeoff was computed at 4,481.8 pounds. The maximum allowable takeoff weight was 5,500 pounds.

According to the FAA Approved airplane flight manual, the minimum single engine airspeed was 92 miles per hour calibrated airspeed, or 97 miles per hours indicated airspeed.

Airdrome information

Donogal Springs Airpark was located in a rural area. The surrounding area was devoted to farming and the lighting was minimal. The single runway was 9/27, and was 3,250 feet long, 50 feet wide, and had an asphalt surface. The runway was equipped with medium intensity edge lights.

Wreckage and impact information

The airplane was examined at the accident site on September 5 and 6, 1998. The examination revealed that the airplane had impacted in a cornfield, and came to rest in an adjacent soybean field, 365 feet south of the runway centerline, and 1,400 feet east of the approach end of Runway 27. The debris path was 67 feet long, and pointed toward the approach end of Runway 27. The right engine alternator was found on the left side of the debris trail. The remnants of the left side cabin door with the door handle in the locked position, and the locking pins bent, were found on the right side of the debris trail.

Flight control continuity was confirmed to the rudder, ailerons, and elevator. The rudder trim was in the neutral position, and the elevator trim tab was trailing edge tab down (elevator up) position.

The nose of the airplane was crushed rearward. The landing gear was extended, and the wing flaps were in a retracted position. The right engine was separated from its mount, and the right engine propeller was separated from the engine, similar to a torsion shear. The right engine propeller was not feathered. Chordwise scoring marks were observed on the front of the propeller blades.

The left engine was bent up from the engine mounts, and the propeller, which was still attached, was in the feathered position. The number 5 cylinder and piston had separated from the engine and were found along the debris path. The piston, with the connecting rod still attached, was separated from the crankshaft. Impact marks were found on the piston that corresponded to the retaining studs used to hold the cylinder in place. Oil streaking was visible on the top and bottom of the wing behind the engine. The paint in the exhaust area was blistered.

Medical and pathological information

A Forensic Pathologist, for the Office of the Coroner, Lancaster County, Pennsylvania conducted an autopsy on the pilot on September 7, 1998.

The toxicological testing report from the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma was negative for drugs and alcohol for the pilot.

Tests and research

The cylinder nuts on the left engine were checked for torque by use of a dial indicator calibrated torque wrench, applied in a tightening motion until the nut moved. The torque on some of the nuts was lower than the specified value. The investigation could not determine if the lower values were the result of improper torquing or the result of the impact forces during the accident.

On September 8, 1998, a check of the calibrated torque wrenches used by the maintenance facility revealed that they were within specification.

The left engine was examined at the Textron-Lycoming plan in Williamsport, Pennsylvania on September 24, 1998. The examination found no evidence of a mechanical failure or malfunction other that previously listed. A portion of one cylinder hold down nut was found inside the engine case.

Additional information

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