Beechcraft V35B N246JT

Summary

On 6 January 2015 at about 22:10 local time, a Beechcraft V35B registered N246JT, operated by Jayson Jarvis, was involved in an accident near Long View, North Carolina, United States. 4 people were on board and one was seriously injured, 3 had minor injuries. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

6 January 2015 at 22:10

Classification

Accident

Location

Long View, North Carolina, United States

Nearest airport

Hickory Regional Airport (HKY)

Coordinates

35.7200, -81.1400

Aircraft

Beechcraft V35B

Registration

N246JT

Category

Airplane

Year built

1978

Engines

1

Operator

Jayson Jarvis

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Hickory → Greenville

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

ERA15LA092

1 person was seriously injured.

The improper installation of the lower rear crankshaft counterweight snap rings by unknown maintenance personnel, which resulted in the separation of the counterweight and a subsequent total loss of engine power during initial climb.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The pilot reported that, during initial climb, he heard a big "bang," which was followed by a total loss of engine power. He subsequently performed a forced landing straight ahead into trees. Teardown examination of the engine revealed that the lower rear crankshaft counterweight had separated. During a subsequent examination, all four snap rings from the lower rear crankshaft counterweight were found loose in the engine, and one of the rings was found broken in half. Three of the lower rear counterweight retaining plates were found, but the fourth retaining plate was not recovered. Two snap rings that were still in place on the upper rear crankshaft counterweight were examined. The examination revealed that the width between the snap ring ears on one of the snap rings did not meet the manufacturer-prescribed width, indicating that the snap ring was not properly seated. After that snap ring was removed and its groove was cleaned of deposits with a wire brush, it seated properly when reinstalled. A review of maintenance records revealed that, about 16 years before the accident, the engine had been rebuilt and had accumulated about 1,600 hours since it was rebuilt and that, about 8 years before the accident, a top overhaul was performed on the engine. The crankshaft was inspected about 6 months after the factory rebuild in accordance with an airworthiness directive (AD); however, there likely would have been little to no deposits in the crankshaft so soon after the factory rebuild. Before the issuance of the AD, the engine manufacturer had issued a mandatory service bulletin, which included a warning that the "failure to properly install counterweight retaining plates and snap rings may result in engine damage and possible failure." It is likely that the lower rear crankshaft counterweight snap rings were not properly installed; however, it could not be determined when or by whom they were improperly installed.

Quoted verbatim from the NTSB record.