Covington

The student pilot, who was the new owner of the multi-engine airplane, and a private pilot flew commercially to Lubbock, Texas, utilized a ride-hailing service to drive to Portales, New Mexico; they met with the former owner of the airplane to finalize the purchase of the airplane and flew it back to Georgia the same day. The next day, the student pilot commenced flight training with the private pilot who offered to provide flight instruction to the student pilot in the student pilot’s newly acquired multi-engine airplane, even though he did not possess a flight instructor’s rating or a multi-engine airplane rating. Radar data showed that the track of the accident airplane's route consisted of their departure airport, a midway stop, and the third leg of the flight, where it crashed during the approach to their destination airport. Witnesses observed a sharp right turn before the airplane’s spiraling descent and impact with terrain and unoccupied semi-trailers. Surveillance footage from a parking lot security camera captured the airplane in a right spiral turn just before the accident. The airplane was destroyed by impact forces and the postimpact fire. The postaccident examination of the airframe, engines, and propellers revealed no anomalies that would preclude normal engine and airplane performance. Additionally, a review of the maintenance logbook revealed that the airplane was overdue for its annual maintenance inspection; no special flight permit (ferry permit) was obtained from the Federal Aviation Administration (FAA) for its return flight to Georgia. Toxicological testing of the student pilot revealed the presence amphetamine, a prescription Schedule II controlled substance that may result in cognitive deficits that pose a risk to aviation safety; however, its effect, if any on the accident flight could not be determined. It is likely that the private pilot’s failure to maintain aircraft control was exacerbated by his lack of a multi-engine airplane rating, his lack of a flight instructor rating, and his poor decision making.

Shortly after takeoff, the No. 2 engine failed and shutdown procedures for the No. 2 engine were accomplished. The flight crew declared an emergency and requested to return to the airport. On approach, an engine out go-around was required as ATC had instructed the flight crew of a B-747 to "position and hold" on the end of the runway. The first officer was the pilot flying. Following an uneventful touchdown, as the airplane slowed to about 80 knots, the captain took control of the airplane. Shortly thereafter, the right main landing gear (MLG) collapsed and the airplane slid to a stop on the runway. Examination of the No. 2 engine revealed that 80 percent of the main fuel pump main drive shaft was worn to the spline root. The examination also revealed that the grease used to lubricate the main drive shaft output splines was not the authorized grease specified per OHM 73-11-1 or MIL-G-81322. Additionally, the magnetic seal compression O-ring that rides on the drive gear journal outer diameter was hardened and exhibited inner diameter axial cracks. The component manufacturer indicated that the failure of the magnetic seal was the first such reported incident in 30 years; however, it agreed to review operational data from airlines to reevaluate the mean time between overhaul intervals for the seal and to recommend an inspection interval, as necessary. Examination of the right MLG revealed a fracture failure of the trunnion bearing support fitting that was caused by fatigue cracking and stress corrosion cracking.

The pilot stated she felt the twin engined tailwheel cargo airplane yaw to the right during takeoff. The pilot stated she applied left rudder and set differential power to correct for the perceived right hand crosswind. As the airplane lifted off, it made a sharp right turn and performed left and right banks leveling off prior to colliding with the ground. The airplane slid through security fences and a fuel supply depot before stopping. The newspaper bundle cargo moved from the two forward bays to the aft end of the cargo compartment. The newspapers were covered with plastic wrapper. The cargo compartment floor was slippery when walked upon and had traces of snow on it. According to the pilot the cargo was covered by a cargo net secured at the forward end but not at the aft end. Two cargo straps were crisscrossed over the net and secured at the aft end of the cargo load. The left throttle was found in the full forward position. The right throttle was found one inch aft of the full forward position.

The aircraft had departed on runway 13. He was then directed to climb to 6,000 feet. Thirty seconds later he advised he had engine trouble and was returning to the airport. Shortly thereafter he advised he could not maintain altitude. The aircraft, one mile southeast of the airport, struck the roofs of two family type residences. Then struck two garages, ground impacted and struck the rear area of a third residence. An intense fire followed. Left engine had impeller failure. Propeller was pitched between low and high rpm. The pilot, sole on board, was killed.

On a slush covered runway, the pilot completed a premature liftoff. After rotation, the airplane stalled during initial climb and crashed. The aircraft was destroyed and the pilot, sole on board, was seriously injured.