Private

The pilot reported that he planned to fly a round trip cross-country flight. Prior to takeoff, he ascertained the quantity of fuel on board based upon the airplane's fuel totalizer gauge indication, which indicated 89 gallons. The flight to the destination was uneventful, and upon landing, 20 gallons of fuel was purchased. Thereafter, the pilot departed for the return flight back to his originating airport. According to the pilot, on takeoff the fuel tank gauges indicated the tanks were between 1/3 and 1/4 full. While cruising, the pilot contacted an air traffic control facility and notified them that he had lost power in one engine. About 5 minutes later, the pilot broadcasted that both engines were without power. Unable to reach the nearest airport, the pilot landed on soft, uneven terrain. During rollout, the airplane nosed over and was substantially damaged. The calculated post accident fuel burn-off for the round trip flight was about 106 gallons. During the post accident inspection, an FAA inspector reported finding an estimated 2 gallons of fuel in one tank. The other tank was dry. No fuel was observed in the main fuel lines to the engines, and no mechanical malfunctions were reported by the pilot.

The pilot purchased the airplane approximately one year prior to the accident with the intention of restoring it for flight. The airplane had not been flown for approximately five years and had been used for spare parts. The pilot was flying the airplane to another airport to pick up passengers prior to returning. The pilot was cleared for takeoff and to circle the airport at 2,500 feet prior to departing the area. Witnesses reported that after taking off the airplane seemed to “wobble” at a slow airspeed in a nose-high attitude and that it never got higher than 500 feet. Some witnesses reported the engine(s) sputtering, and another stated that the airplane was loud and "didn't sound good," although other witnesses reported that the engines sounded normal. One witness reported seeing white smoke coming from the left engine and hearing the engine "popping" as the airplane took off. The airplane made three left turns and it appeared as if the pilot was attempting to return to land. Witnesses described the left wing rising prior to the airplane banking hard to the left and the nose dropping straight down. The airplane impacted the ground just northeast of the airport property and a postimpact fire ensued. Flight control continuity was established. The right side of the elevator/tailcone structure exhibited black rub marks and scrapes. Grass and nesting material was found inside the left wing. The left fuel valve was found in the OFF position and the right fuel valve was positioned to the rear auxiliary tank. Neither the fuel crossfeed valve nor the fuel boost pump switch was located. The left engine sustained substantial fire and impact damage. The right engine sustained heavy impact damage. The airplane was last fueled one month prior to the accident with 120 gallons of fuel. About 20 engine test runs in addition to high-speed taxi tests had been conducted since then. A Special Flight Permit had been obtained but had not been signed by the mechanic, who did not know that the pilot was going to fly the airplane on the day of the accident. The pilot reportedly did not have any Beech 18 flight experience.

While flying around Salt Cay, the pilot was forced to attempt an emergency landing and ditched the airplane offshore. He was rescued while the aircraft came to rest in shallow water and was damaged beyond repair.

The aircraft departed Kamsack, on an instrument flight rules flight to Saskatoon, Saskatchewan. The pilot and three passengers were on board. At takeoff from runway 34, the aircraft began rolling to the left. The aircraft initially climbed, then descended in a steep left bank and collided with terrain 200 feet to the left of the runway. A post-impact fire ignited immediately. Two passengers survived the impact with serious injuries and evacuated from the burning wreckage. The pilot and third passenger were fatally injured. The aircraft was destroyed by impact forces and the post-impact fire. The accident occurred during evening civil twilight at 2124 Central Standard Time.

The private pilot/owner and a passenger were transporting the pilot's multi-engine airplane to another airport so it could undergo an annual inspection. Shortly after departure, the right engine began to vibrate violently and the pilot elected to make a forced landing to a pasture. The airplane caught on fire and both radial engines separated from the airframe and sustained impact damage. The pilot was not rated by the FAA to operate multi-engine airplanes and he had not received any formal training in the airplane. The accident flight was his first time flying the airplane by himself. The airplane had not received an annual inspection in approximately 8 years prior to the accident. Examination of the right engine revealed extensive mechanical damage possibly due to a connecting rod failure.

While in instrument meteorological conditions flying 800 feet above the airplane’s service ceiling (30,000 feet), with no icing conditions reported, the pilot reported to the air traffic controller that he, “...lost [his] panel.” With the autopilot most likely engaged, the airplane began a right roll about 36 seconds later. The airplane continued in a right roll that increased to 105 degrees, then rolled back to about 70 degrees, before the airplane entered a right descending turn. The airplane continued its descending turn until being lost from radar in the vicinity of the accident site. The airplane impacted in a nose-down attitude in an open field and was significantly fragmented. Postaccident inspection of the flight control system, engine, and propeller revealed no evidence of preimpact failure or malfunction. The flaps and landing gear were retracted and all trim settings were within the normal operating range. Additionally, the airplane was within weight and balance limitations for the flight. The cause of the pilot-reported panel failure could not be determined; however, the possibility of a total electrical failure was eliminated since the pilot maintained radio contact with the air traffic controller. Although the source of the instrumentation failure could not be determined, proper pilot corrective actions, identified in the pilot operating handbook, following the failure most likely would have restored flight information to the pilot’s electronic flight display. Additionally, a standby attitude gyro, compass, and the co-pilot’s electronic flight display units would be available for attitude reference information assuming they were operational.

Radar data indicated that the airplane departed for a cross-country flight, climbed to a cruise altitude of 9,700 feet msl, and maintained a northeasterly course of 050 degrees magnetic direct to its destination. About 11 minutes after takeoff, the airplane entered a 1,000 foot-per-minute descent. The airplane continued to descend at this rate until it impacted terrain at an elevation of 4,734 feet. Examination of the accident site revealed that the airplane was still on its northeasterly course towards the destination at impact. Ground scars at the initial point of impact were consistent with the airplane being wings level in a slight nose-down pitch attitude. No mechanical anomalies with the airplane or engine were identified during the airplane wreckage examination. A postimpact fire destroyed all cockpit instrumentation, and no recorded or stored flight data could be recovered. Weather conditions at the time were clear, and light winds. The pilot had some moderate heart disease that was noted during the autopsy. He also had a history of stress and insomnia, which was documented in his FAA medical records. Toxicology findings noted the use of a sedating and impairing over-the-counter medication (chlorpheniramine) that was taken at some undetermined time prior to the accident. The investigation could not conclusively determine whether the pilot’s conditions or medication use were related to the accident. The reason for the airplane’s descent to ground impact could not be determined.

The private pilot was taking off in the float plane from the lake's west waterway. The airplane was on step, gaining airspeed, and the takeoff run seemed normal to the pilot. The airplane was nearing takeoff speed, and proceeding directly down the waterway, when it encountered a right quartering tailwind gust that lifted up the right wing and float. The airplane veered to the left toward a steep bank, and the pilot was unable to correct the deviation with the rudder. He did not feel that he could reduce power as he would slam into the bank. The airplane lifted off, but the float collided with the top of the bank. The airplane cartwheeled about 160 degrees to the left before coming to rest on its right side. It sustained substantial damage to the wings, fuselage, and floats. The pilot reported that there were no mechanical malfunctions or failures. Reported wind at the airport approximately 3 minutes after the accident was from 020 degrees magnetic at 3 knots, with no recorded gusts.

While cruising in poor weather conditions, the twin engine aircraft impacted trees and crashed in a wooded an hilly terrain located in the Santa Rosa del Toachi Mountain Range. The wreckage was found few hours later and the pilot, sole on board, was killed.

The pilot departed in the twin-engine airplane with an unknown quantity of fuel and a fuel quantity indicating system that was known to be inaccurate. Immediately after takeoff, approximately 1/2 mile beyond the departure end of the runway, witnesses reported the engine noise from the accident airplane as "surging" as the airplane passed overhead, and one witness described a "radical" turn back to the airport. Two witnesses stated that only one engine was running, and added that it was "revving," and would then stop before revving up again. During the descent to the airport, radar data showed the airplane at 93 knots 700 feet and 1 mile from the runway, and at 90 knots at 500 feet and 1/2 mile from the runway, but the airplane crashed prior to the approach end of the runway. Post accident examination of the wreckage revealed no evidence of a pre accident mechanical malfunction. The fuel system had a capacity of 226 gallons, was serviced through a single port on top of the left wing, and the tanks were interconnected to a center fuel sump that fed both engines. The fuel cells were opened through access panels and each was intact and contained only trace amounts of fuel. The airplane was leveled, the drain petcock was opened at the center fuel cell sump, and 1 quart of fuel was drained.