N19BBBoeing A75

On September 17, 2021, about 0800 central daylight time, a Boeing A75 airplane, N19BB, was substantially damaged when it was involved in an accident near Delta, Colorado. The pilot sustained fatal injuries. The flight was operated under the provisions of Title 14 Federal Code of Regulations Part 91 as a personal flight.

The airplane took off from runway 3 at Blake Field Airport (AJZ), Delta, Colorado. Two witnesses observed the airplane climb out and begin aerobatic maneuvers about 5 miles to the northeast of AJZ. Both witnesses reported that the airplane began a loop maneuver, and at the top of the loop while inverted, the airplane entered a flat spin. They observed the airplane recover from that spin. The airplane then gained altitude and they observed the airplane begin another loop maneuver. At the top of that loop, while inverted, the airplane entered another flat spin, but this time the pilot did not recover.

The airplane impacted rugged, sloped terrain about 5 miles to the northeast of AJZ. First responders located the airplane wreckage and notified authorities. There were no radio or distress calls heard from the pilot. The witnesses reported that the engine could be heard running during the descent to the point of impact.

According to an acquaintance of the pilot, who also witnessed the accident, he and the pilot flew the airplane to AJZ a few days before the accident flight. The acquaintance stated that the airplane operated normally.

According to an acquaintance of the pilot, who also witnessed the accident, he and the pilot flew the airplane to AJZ a few days before the accident flight. The acquaintance stated that the airplane operated normally.

The wreckage was found resting inverted on a 45-degree sloped hill. The fuselage was oriented downslope and crushed inward from impact forces. The engine was partially separated from its mounts. The empennage section was bent rearward, the upper wings were bent upward, and lower wings were separated from their respective mounting braces, consistent with a flat impact. One blade of the two-bladed propeller had no damage while the other blade was bent aft 45o with no twisting. Flight control continuity was confirmed from the cockpit to all flight control surfaces. The engine throttle control was found in the idle position. Engine rotation continuity (compression resistance) was confirmed. The smell of fuel was present. The airplane was not equipped with inverted fuel or oil supply systems.

The Pathology Group, P.C., Grand Junction, Colorado, performed the pilot’ s autopsy as authorized by the Delta County Coroner’s Office, Delta, Colorado. According to the pilot’s autopsy report, his cause of death was multiple blunt force injuries, and his manner of death was accident. The autopsy did not identify significant natural disease.

The Federal Aviation Administration Forensic Sciences laboratory performed toxicology testing of postmortem specimens from the pilot. Diphenhydramine, famotidine, desloratadine, and pseudoephedrine were detected in cavity blood and urine.

On June 26, 2008, about 1120 mountain daylight time, a Boeing D75N1, N19BB, veered off the runway and nosed over during landing at Driggs-Reed Memorial Airport, Driggs, Idaho. The pilot was operating the airplane under the provisions of 14 Code of Federal Regulations Part 91. The certificated airline transport pilot and passenger were not injured; the airplane sustained substantial damage to the upper left wing. The local flight departed Driggs about 0900. Visual meteorological conditions prevailed, and no flight plan had been filed.

In a written statement, the pilot reported that he performed a wheel landing on runway 21 due to gusty wind conditions. He stated that as the tail settled, a gust of wind caused the airplane to veer to the right and depart the runway. The airplane then encountered a drop-off at the runway edge and nosed over.

A Federal Aviation Administration (FAA) inspector observed a single arcing skid mark on the runway surface that corresponded to the right wheel of the airplane. In addition, recovery personnel reported to the FAA inspector that the wheels of the airplane could not be rotated after the accident, and that the parking brake appeared to be set. The pilot reported that the airplane was not equipped with parking brakes. A local mechanic was called by recovery personnel to assist with moving the airplane after the accident. He stated that when he arrived on scene the airplane was resting on its main landing gear; he checked the main wheels and found that the reason the airplane could not be moved was that one of the wheels was lodged in a divot in the soil. He stated that the wheel was moved out of the divot, and the airplane was then successfully towed back to its hangar.

At a later date, under the auspices of the National Transportation Safety Board investigator-in-charge, the mechanic inspected the brake system. He noted that the wheel assembly was manufactured by Hayes Industries, and was a 27-inch drum and shoe type, number G-3-1. He confirmed that brake pedal travel appeared to be normal, and that wheel rotation would stop when pedal pressure was applied. He confirmed that the airplane was not equipped with a parking brake.

The closest official weather observation station was based at Driggs Airport. An aviation routine weather report (METAR) was issued at 1056. It stated in part: winds from 340 degrees at 7 knots; visibility 10 miles with clear skies. At 1156, the winds were reported as calm. At 1256, the winds were reported from 260 degrees at 15 knots.

A METAR was issued at Jackson Hole Airport, Jackson, Wyoming, which was located 18 miles northwest of the accident site. At 1153, it stated in part: winds from 200 degrees at 14 knots, gusting to 21 knots; visibility 10 miles with clear skies.

The pilot estimated the winds to be variable at 10 knots, gusting to 20 knots.