Beechcraft G18S

The pilot of the twin-engine airplane and the pilot-rated passenger reported that, during a missed approach in instrument meteorological conditions, at 2,000 ft mean sea level, the right engine seized. The pilot attempted to feather the right engine by pulling the propeller control to the feather position; however, the engine did not feather. The airplane would not maintain level flight, so the pilot navigated to a known airport, and the passenger made emergency communications with air traffic control. The pilot was unable to maintain visual reference with the ground until the airplane descended through about 100 to 200 ft and the visibility was 1 statute mile. The pilot stated that he was forced to ditch the airplane in the water about 5 miles short of the airport. The pilot and passenger egressed the airplane and swam ashore before it sank in about 89 ft of water. Both the pilot and passenger reported that there was postimpact fire on the surface of the water. The airplane was not recovered, which precluded a postaccident examination. Thus, the reason for the loss of engine power could not be determined.

The airplane was substantially damaged when it impacted terrain in a residential neighborhood in Taylorville, Illinois. The commercial pilot sustained fatal injuries. Twelve parachutists on-board the airplane exited and were not injured. No persons on the ground were injured. The airplane was registered to Barron Aviation, LLC; Perry, Missouri, and operated by Barron Aviation Private Flight Services, LLC; Hannibal, Missouri, under the provisions of 14 Code of Federal Regulations Part 91, as a sport parachuting flight. Day visual meteorological conditions prevailed and no flight plan was filed. The local flight originated from Taylorville Municipal Airport (TAZ), Taylorville, Illinois, about 1100. The airplane had climbed to an altitude of about 11,000 feet mean sea level (msl) and the parachutists were seated inside the airplane on two rear facing "straddle benches". As the airplane arrived at the planned drop location, the parachutists stood up, opened the door, and moved further aft in the airplane in preparation for their jump. Five of the parachutists were positioned hanging on to the outside of the airplane with several others standing in the door and the remainder were standing in the cabin forward of the door. Several parachutists reported that they were almost ready to jump when they heard the sounds of the airplane's stall warning system. The airplane then suddenly rolled and all twelve parachutists quickly exited the airplane. Several of those who were last to exit reported that the airplane was inverted or partially inverted as they went out the door. The pilot, seated in the left front cockpit seat, did not exit the airplane. Several witnesses reported seeing the airplane turning and descending in an inverted attitude when the airplane appeared to briefly recover, but then entered a nearly vertical dive. The airplane impacted a tree and terrain in the back yard of an occupied residence. Emergency personnel who first responded to the accident scene reported a strong smell of gasoline and ordered the evacuation of several nearby homes. There was no post impact fire.

The twin engine aircraft departed Miami on a flight to Dickson, Tennessee. By night, the pilot decided to land at Cornelia Fort Airpak which is closed to traffic at this time. In unclear circumstances, the aircraft belly landed in a grassy area along the left side of runway 22 and came to rest. The pilot escaped uninjured and the aircraft was damaged beyond repair.

The instructor was accompanied by a trainee pilot and two passengers (also pilots) on a local training flight and was in the process of doing type conversion training when the accident happened. On the third circuit after a touch and go landing on runway 06L, the right-hand engine failed soon after take-off. The aircraft was flown at low altitude in a left-hand circuit in an attempt to land onto runway 17. During this circuit the left-hand engine also failed. The aircraft collided with, and severed, three 11kV electrical conductors and executed a forced landing with the gear retracted to the North of FALA approximately 1 km from threshold of runway 17. The pilot only sustained minor injuries with no one else injured. The initial on-site inspection revealed that both front tanks, which were selected at the fuel tank selector, were empty. The pilot who was undergoing conversion training refueled the aircraft prior to the accident and stated that 70 litres of fuel was uplifted into each "inboard auxiliary" tank and that what he presumed to be the "main" tanks were filled to capacity. The instructor stated that upon his arrival, the pilot who refueled the aircraft told him that he had filled the "mains" and that the "centre aux. tanks" were partially filled. The instructor further stated that the "main" tanks were selected for the duration of the flight. The aircraft is equipped with three fuel tanks in each wing. These tanks are: Front, Rear Auxiliary and Auxiliary tanks. Only one fuel quantity gauge is installed in the aircraft. A seven position selector knob above the fuel quantity gauge determines the tank to which the gauge is connected which then indicates the amount of fuel in that respective tank. The left and right front tanks were selected on the fuel gauge selector knob.

While in cruise flight at 9,000 feet MSL, the left engine began to 'run rough and lose power.' The pilot said he interpreted the problem as carburetor icing and applied carburetor heat. With the engine still running rough, the left propeller was feathered and the left engine shut down. Restart attempts were not successful. Unable to maintain altitude, the pilot requested to land at a nearby airport. After descending through IMC weather, the pilot realized that he would not make it to the airport, and executed a forced landing to rough/uneven terrain. Examination of the engines revealed that the alternate air doors were missing on the right and left engine. The hinges for the doors were attached to both carburetors and showed no evidence of distortion or impact damage. The doors were not found at the wreckage site. A missing alternate air door would allow ambient air to enter the carburetor, rendering the carburetor heating system ineffective. According to carburetor icing probability charts, the reported temperature and dew point values would be favorable to the formation of induction system icing.

At 1136 AST, the twin engine airplane departed San Juan, PR, on a flight to St Vincent. About 1208 AST, the pilot contacted ATC and indicated that he would like to divert to St Thomas. He informed the controller that he had 'feathered' the left engine due to loss of the left engine cowling, but he did not declare an emergency. He requested wind information for St Thomas, then at about 1613 AST, he changed his destination to Roosevelt Roads, PR. At 1120 AST, the pilot reported that the airplane was losing about 300'/min, then about 1 minute later, he said he was going to attempt an engine restart, and that the airplane was getting close to the water. A short time later, he informed ATC that he was not going to make it to shore. The pilot acknowledged info that search and rescue personnel were responding, then there was not further contact with the airplane. The airplane was located about 6 miles east of Roosevelt Roads NAS, but the pilot was not found. Review of weight and balance info revealed the pilot did not follow written procedures, and that the airplane exceeded the maximum authorized gross weight for take off. Flight crews had been informed of a communique from the manufacturer that there was no need to shut down an engine and feather the propeller unless engine performance or a major vibration problem confirmed the need.