HISTORY OF FLIGHT On October 19, 2013 about 1350 eastern standard time, a Boeing B75N1, N65355, was not damaged during an air show at Tampa North Aero Park (X39) Tampa, Florida. The airline transport pilot and one parachutist were not injured. One parachutist sustained fatal injuries when his parachute did not fully deploy. The airplane was registered to and operated by private individuals, and conducted under the provisions of 14 Code of Federal Regulations Part 91, as an aerial demonstration. Visual meteorological conditions prevailed no flight plan was filed for the local flight that departed X39 about 1345. In an interview with local law enforcement authorities, the pilot stated that the planned jump was briefed with the parachutists prior to the departure from X39. The pilot added that the parachutists were to reside on the lower wing of the airplane after takeoff until reaching 2,800 feet mean sea level (msl), and then depart the airplane to parachute onto X39. At approximately 1,000 feet msl, the right wing parachutist exited the aircraft in a "stable and controlled jump posture," which was prior to the planned jumping altitude. The pilot stated that he was in a left turn and located the parachutist visually, and that the parachutist was in perfect "form and body position" after departure from the airplane. The pilot stated that he did not know why the parachutist left the plane prematurely, and why he took so long to open his parachute. In a phone conversation with a friend, the pilot mentioned that the accident parachutist pushed off of the airplane and did not slip or fall. The pilot did not report any preflight mechanical malfunctions or failures that would have precluded normal operation of the airplane. After the accident, the pilot returned to X39 and landed without further incident. The witness parachutist on the left wing stated that about 30 minutes before the jump demonstration, the accident parachutist asked the pilot if he could stand on the wing instead of sitting in the front seat. The witness parachutist stated that he thought it was a good idea too and agreed to stand on the left wing during the jump. He added that the pilot agreed to let the parachutists depart from the left and right wings and he was surprised when the accident parachutist departed the airplane before reaching the planned altitude of 2,800 feet msl. The witness parachutist climbed into the front seat after the accident and before the airplane returned to X39. The Tampa North Festival of Flight event was originally planned to be "ground" aviation event with static display aircraft only. The event grew with the addition of a hot air balloon and parachute jump demonstration. The event coordinator at the Tampa North Airport allowed the pilot to plan and execute the parachute jump activity. A waiver to conduct the parachute jumps over a populated area was required and according to according to a Federal Aviation Administration (FAA) inspector, an attempt was made by the airport Director of Operations to contact a FAA inspector on October 9, 2013; the same week of the Federal Government shutdown. As a result, there was no FAA presence at the event when the accident occurred. PERSONNEL INFORMATION The pilot held an airline transport pilot certificate with ratings for airplane single and multiengine land, single and multiengine sea, and an endorsement for flight instructor issued on April 11, 2013. According to the pilot's logbook, he recorded about 2,712 total flight hours. The pilot was issued a second-class medical certificate on June 25, 2013, with the restriction of "must wear corrective lenses and possess glasses for near and distant vision." According to the United States Parachute Association, the fatal parachutist reported 2,800 jumps total, and 100 in the previous 12 months at his last membership renewal in December 2012. No jump logbooks could be located for the parachutist. AIRCRAFT INFORMATION According to FAA records, the bi-plane, model number B75N1, serial number 75-6512, was manufactured by Boeing in 1942, and was powered by a Pratt and Whitney R985-AN3 400-hp motor. An annual inspection was completed on the airplane on June 18, 2013 at a tachometer time of 42.1 hours and a total time of 2,836.3 hours. A standard airworthiness certificate was issued on November 20, 2009. Examination of the airplane by a FAA inspector revealed no damage to the airplane. The airplane was equipped with a safety restraint in the front seat, but not on each wing where the two parachutists resided. METEOROLOGICAL INFORMATION The 1355 recorded weather at Zephyr Hills Municipal Airport (ZPH), located about 12 nautical miles to the east of the accident location, reported wind from 240 degrees at 3 knots, scattered clouds at 4,200 feet above ground level (agl), overcast at 9,500 feet agl, temperature 31 degrees C, dew point 18 degrees C, and an altimeter setting or 29.90 inches of mercury. MEDICAL AND PATHOLIGICAL INFORMATION A postmortem examination was conducted on the fatal parachutist by the Pasco/Pinellas County Sixth District, Office of the Medical Examiner. The cause of death was reported as blunt trauma. Forensic toxicology testing on samples taken from the fatal parachutist were negative for drugs, alcohol, and carbon monoxide. TESTS AND RESEARCH Examnination by NTSB of the fatal parachutist parachute system showed it consisted of a container, harness, primary canopy, and reserve canopy. The Javelin container, model number J1, serial number 18383, was manufactured by Sun Path Products Inc. in February 2000. The main canopy, a Stiletto 150, and reserve canopy PR143, serial number 202635, were manufactured by Performance Designs in October 1999. The reserve parachute was packed on June 29, 2013, and expired on December 25, 2013. The parachute system was equipped with a Cypres 2 Automatic Activation Device (AAD), serial number 75532, and manufactured by Cypres in March 2012. The AAD was sent to the manufacturer for data download. No information was stored on the device. The left and right main canopy risers were properly connected and unremarkable. The main parachute pilot chute was pulled and no discrepancies were noted. The main parachute cut-a-way system was connected and unremarkable. The reserve parachute release handle was not seated in the proper position and exhibited signs consistent with deployment after ground impact. The reserve parachute was stowed, undamaged, and the reserve pin was through the closing loop with the riggers lead seal intact. The steering toggles were stowed in their respective risers, undamaged, and unremarkable. The main parachute deployed during the accident jump and exhibited no signs of damage to the main canopy. There were several lines that exhibited cuts consistent with rescue operations and several lines that exhibited separation consistent with tree impact. The main parachute deployment bag was undamaged and unremarkable. There were no anomalies noted with the parachute that would have precluded normal operation prior to the accident. ADDITIONAL INFORMATION According to 14 CFR Part 105.21: Parachute operations over or into a congested area or an open-air assembly of persons. (a) No person may conduct a parachute operation, and no pilot in command of an aircraft may allow a parachute operation to be conducted from that aircraft, over or into a congested area of a city, town, or settlement, or an open-air assembly of persons unless a certificate of authorization for that parachute operation has been issued under this section. However, a parachutist may drift over a congested area or an open-air assembly of persons with a fully deployed and properly functioning parachute if that parachutist is at a sufficient altitude to avoid creating a hazard to persons or property on the surface.