N34KTBeech D-45 · 1956

On November 5, 2011, about 1644 eastern daylight time, a Beech D-45 (T-34B), N34KT, was substantially damaged when it impacted terrain following a loss of control during initial climb at Wings Field Airport (96FL), Williston, Florida. The certificated flight instructor and private pilot were fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the instructional flight conducted under 14 Code of Federal Regulations (CFR) Part 91, destined for Spruce Creek Airport (7FL6), Daytona Beach, Florida.

According to witnesses, the airplane was observed to do an exaggerated soft-field takeoff on runway 36 and become airborne in a couple of hundred feet. It then ballooned up and started to settle but then leveled off just above the turf runway and accelerated. As the airplane passed abeam the witnesses who were friends of the flight instructor, a few puffs of smoke from the airplane's smoke system were observed to emanate from its exhaust and the airplane's wings were observed to "wag" up and down, once or twice. After reaching the end of the runway, the airplane was then observed to pitch up abruptly and "aggressively" to a 60 to 70 degree nose up climb attitude, and climb momentarily to approximately 200 feet above ground level. It then yawed and rolled simultaneously to the left to about a 300 degree heading while pitching nose down. Engine power was then heard to "come back up" and the airplane turned back to the right to an approximate 090 degree heading. The nose of the airplane then oscillated up and down and the airplane "fell like a rock", disappearing behind the trees that bordered the departure end of the runway. The sound of impact was then heard.

According to Federal Aviation Administration (FAA) the flight instructor held an airline transport pilot certificate with multiple ratings including airplane single-engine land. His most recent FAA first-class medical certificate was issued on June 29, 2011. According to FAA records he had accrued 40,000 total hours of flight experience.

According to FAA and pilot records, the private pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent FAA second-class medical certificate was issued on December 1, 2010. He had accrued 383.2 total hours of flight experience.

The accident airplane was a two place tandem, ex-military trainer. It was equipped with a constant speed propeller and retractable landing gear. It featured dual flight controls and duplicate instrumentation in both cockpits. It emulated many of the flight characteristics and operating systems found in higher performance aircraft.

The airframe was constructed primarily of aluminum with the ailerons, elevators, rudder, and stabilizers constructed primarily of magnesium.

The airplane was originally powered by a fuel injected, Continental IO-520-BB, six cylinder, air cooled, horizontally opposed engine with an augmenter type exhaust system.

According to FAA and airplane maintenance records, the airplane was manufactured in 1956 and delivered to the United States Navy. On September 22, 1993 it was declared in excess to Navy inventory requirements, was stricken from Navy records, and was permanently transferred to the National Museum of Naval Aviation. On April 22, 1998 it was sold by the museum to an individual in Fernandina Beach, Florida.

On December 24 1998 the airplane was converted from a military configuration T-34B to a civilian configuration D-45 by removal of the aileron-rudder interconnect, removal of the elevator downspring, and installation of a stall warning system.

On August 14, 2000, the airplane was sold by the individual to the flight instructor.

On June 21, 2001, the flight instructor had a Blackwell Aviation DFS-21 smoke system installed.

On April 6, 2004 the engine was modified by Barrett Performance Aircraft to an IO-550-B/BP configuration which produced 300 horsepower and a three bladed McCauley propeller was installed in place of the original two bladed propeller.

On November 9, 2004 an FAA Major Repair or Alteration Form 337 was filed for repairs to the airplane after the flight instructor and a student were involved in an in an accident where the airplane settled during takeoff after the landing gear was selected up prematurely, and the airplane contacted the runway at Spruce Creek Airport (7FL6), Daytona Beach, Florida.

Review of the Form 337 revealed that the airplane had been substantial damaged and the left rear spar cap lower inboard support angle was replaced, the left outboard main landing gear trunnion was replaced, and the left rear spar cap, the fuselage belly skins, 24 inches of the lower left and right keel beams, the outboard main wing rib, and the upper and lower right wing skins, also had to be replaced. Review of the NTSB Accident Data Base revealed no record of the event.

On July 1, 2008, an engine logbook entry revealed that a disassembly and reassembly of the engine was completed due to a propeller strike after the flight instructor and a student had a gear up landing.

The airplane’s most recent annual inspection was completed on November 1, 2011 and at the time of the inspection; the engine had accrued 321.6 hours of operation since overhaul and the airplane had accrued 10,535.10 total hours of operation.

No weather broadcast or recording facilities were located at 96FL. There were two windsocks at 96FL; the one closest to airplane during the run-up was located on the east side of runway 36 about midfield near a hangar and trees and the other one was located approximately 2,200 down the runway on the west side of the field on top of a hangar. At the time of the accident, little or no wind was present at the surface of the airport.

The reported weather at Ocala International Airport (OCF), located 18 nautical miles east of the accident site, at 1650, included: winds from 030 degrees at 10 knots gusting to 16 knots, 10 miles visibility, overcast ceiling at 2,800 feet, temperature 17 degrees C, dew point 10 degrees C, and an altimeter setting of 30.11 inches of mercury.

The reported weather at Crystal River Airport (CGC), located 23 nautical miles south of the accident site, at 1655, included: winds from 050 degrees at 12 knots, 10 miles visibility, overcast ceiling at 3,400 feet, temperature 19 degrees C, dew point 12 degrees C, and an altimeter setting of 30.10 inches of mercury.

Wings Field Airport was privately owned, and had dense areas of trees on all four sides of the field. It was uncontrolled and had one runway oriented in an 18/36 configuration. Runway 36 was turf. The total length was 3,300 feet long and it was 100 feet wide. The threshold was displaced by 1,250 due to trees which were located 200 feet from the approach end of the runway and were 45 feet in height. Obstacles also existed on the departure end in the form of trees which were located 300 feet from the end of the runway and were 55 feet in height.

Examination of the accident site revealed that the airplane came to rest after impacting left wing first in a shallow nose down pitch attitude after striking the top of a tree. There was no debris path. Further examination revealed that, the leading edge of the left wing's outer panel was bent upwards, the wing was wrinkled at midspan, and the aft inboard trailing edge at the wing root exhibited compression damage.

Examination of the wreckage did not reveal any evidence of preimpact failure of the airplane or engine.

The pitot tube and static ports were clear of preimpact debris or obstruction and the fuel caps were closed and latched. The throttle levers were in the full "OPEN" position. The propeller levers were in the "FULL INCREASE" position. The mixture levers were in the "FULL RICH" position. The fuel boost pump switches were off. The landing gear was in the retracted position and the wing flaps were in the up (0-degree) position. All trims were neutral, and control continuity was established from the control surfaces to the flight controls in the cockpit. Fuel was present in the remains of the two 25 gallon wing tanks and in the centrally located sump tank.

The propeller had separated from its mounting flange and was located approximately 7 feet in front of its mounting location. The hub was impact damaged and one of the propeller blades had separated from the hub. All of the blades exhibited s-bending, leading edge gouging, and chordwise scratching. A portion of a tree located next to the propeller also exhibited a 45 degree cut which was indicative of a propeller strike.

The engine had separated from its mounts but, had remained partially attached to the airplane by its associated cables, wires, and hoses. The starter, tachometer generator, and right magneto were separated from their mounting locations. The induction and exhaust were breached and exhibited impact damage.

The fuel pump had remained attached to the engine but, the fuel pump inlet fitting was fractured. The fuel pump drive coupling was intact and the fuel pump turned freely by hand. Fuel was present internally and when disassembled, the vanes and cavity exhibited normal operating signatures. The fuel manifold valve remained attached to the engine and the lead seal was intact. The fuel manifold valve screen was free of debris and the housing contained aviation fuel. The diaphragm and retaining nut was tight. The plunger exhibited normal operating signatures. The fuel nozzles and lines remained attached to the engine and were free of obstructions. The throttle body / metering unit had separated from the induction system. The throttle body / metering unit had remained attached to the engine however by the hose from the fuel pump. The throttle arm exhibited impact damage but moved freely by hand from stop to stop. The idle mixture arm exhibited impact damage and the linkage to the idle mixture arm was fractured. The fuel screen was free of obstructions.

The oil sump exhibited substantial damage and was fractured into several pieces and the oil pick-up tube exhibited impact damage. The oil pump however had remained attached to the engine and contained oil. The oil pump gears and housing exhibited normal operating signatures. The oil filter remained exhibited impact damage but, remained attached to the engine. The filter element was free of metal or debris. The oil cooler exhibited impact damage but remained attached to the engine.

The spark plugs exhibited dark combustion deposits, and the electrodes when compared to a Champion Aviation Products, AV-27 chart were "WORN OUT – NORMAL", which was indicative of normal service life. Both magneto drives rotated freely by hand, impulse coupling engagement was observed, and spark was produced at all towers.

All six cylinders were examined internally with a borescope. All showed evidence of light colored combustion deposits and normal operating signatures. Oil and debris were present in all of the combustion chambers, with one piece observed between the exhaust valve face and the intake valve face of the No.4 cylinder. Drive train continuity was established and when rotated by hand no binding was noted. Thumb compression was present on all cylinders. Oil was also present in the rocker boxes.

Autopsies were performed on the pilots by the State of Florida, Medical Examiner District 8. Cause of death was injuries sustained in an airplane crash.

Toxicological testing of the flight instructor who was seated in the rear cockpit, and the private pilot who was seated in the front cockpit, was conducted at the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma.

The specimens from the flight instructor were negative for carbon monoxide, cyanide, basic, acidic, and neutral drugs.

The specimens from the private pilot were negative for carbon monoxide, cyanide, basic, acidic, and neutral drugs, with the exception of Naproxen, which is a nonsteroidal anti-inflammatory drug.

According to witness statements, the Flight instructor had been providing instruction to the private pilot in how to fly in formation with other airplanes and the purpose of the day's flights was to continue that instruction, so the flight instructor had the private pilot fly the first four legs of the day.

On the morning of the accident the flight instructor and private pilot departed 7FL6 at approximately 0800 in the company of two other T-34s as a flight of three and flew to Keystone Airpark (42J) Keystone Heights, Florida. Upon arrival at 42J, the airplane made two low passes with the smoke system on, and then landed. The flight instructor and private pilot then met up with another pilot in a T-34 and the two other T-34s that had been flying with them earlier returned to 7FL6.

The flight instructor and private pilot then flew with the other T-34 to two other airports before continuing to 96FL where the accident occurred.

During the interviews witnesses advised the NTSB among other things that:

- The pilot was competent in formation but had a tendency to be spontaneous, energetic, and aggressive.

- He had taught himself aerobatics years ago, and had flown in competition and airshows and that he was a "showman" and that "the showmanship had never worn off".

- He would do things like buzzing a field (airport) with the smoke system on to get everyone's attention and then come back and make a low pass down the runway.

- He had done the takeoff maneuver that was observed by witnesses prior to the accident "many, many, times".

- He was probably trying to impress everyone with the takeoff when the accident happened.

- He "knew energy management very well".

Witnesses also advised that when the airplane pitched up at the end of the runway that the nose was so high that one witness could see the top of the airplane and that when it turned left it almost looked like an aerobatic maneuver known as a "Hammerhead" and reminded him of a "classic departure stall". Another witness who observed the event also stated that when the nose of the airplane "broke" to the left it reminded him of a "classic power-on stall".

Handling Characteristics

According to the NATOPS Flight Manual for the Navy Model T-34B (NAVAIR 01-90KDB-1), control forces in the T-34B are moderate to light and response is positive. Elevator and rudder forces are very light and the airplane is very sensitive to movement of these controls. The relatively light elevator forces, rudder forces, and rapid response of the airplane to control movement provide excellent aerobatic characteristics. The airplane is relatively clean and picks up speed rapidly with the nose down.

Stall and Spin Characteristics

Aerodynamic stalls in the airplane are characterized by an exceptionally clean break and extremely rapid recovery. It is difficult to stall the airplane accidently, except as the result of acceleration, since the stall attitude is very steep. Very little aerodynamic warning precedes the stall and the best indications of an approaching stall condition are attitude, airspeed, and rapid increase in control sloppiness. The stall itself is characterized by an immediate pitch-down. If the airplane is allowed to yaw, a roll will develop which may continue up to 30 to 40 degrees and then stop.

During power on stalls as the airplane decelerates, right rudder must be added to counteract torque and maintain straight flight. Yaw present at the break of the stall will cause the airplane to roll.

Skidded turn stalls in the airplane are characterized by an extremely fast stall unaccompanied by the usual prestall indications. The post stall characteristics generally carry the airplane through 90 to 360 degrees of roll depending on entry configuration, air speed, and the amount of control pressure applied. The high rate of roll is also accompanied by an extreme loss of altitude with the possibility of disorientation.

The spin characteristics of the airplane depend largely on the abruptness of entry, attitude, speed, and power at the moment of entry. During a spin the airplane will complete one full turn in approximately three seconds and lose approximately 440 feet per turn. Spins with the landing gear and flaps down are considerably milder, with a slow rotation rate; however, altitude loss is approximately 560 feet per turn.

Stall Warning

When T-34Bs are converted from a military configuration to a civilian configuration the FAA requires that a stall warning system be installed that will warn of an impending aerodynamic stall.

Examination of the wreckage revealed that the airplane did have a stall warning system installed and two red indicator lights marked "STALL WARNING" had been installed in each cockpit on the upper right corner of the instrument panel.

Examination of the filaments in each of the light bulbs in the indicator lights revealed that their filaments displayed evidence of distortion and stretching.