Destin-Fort Walton Beach

The commercial pilot and three passengers departed on a cross-country flight in a twin-engine airplane. As the flight neared the destination airport, the pilot canceled his instrument flight rules (IFR) clearance. The approach controller transferred the flight to the tower controller, and the pilot reported to the tower controller that the airplane was about 2 miles from the airport. However, the approach controller contacted the tower controller to report that the airplane was 200 ft over a nearby joint military airport at the time. GPS data revealed that, when pilot reported that the airplane was 2 miles from the destination airport, the airplane's actual location was about 10 miles from the destination airport and 2 miles from the joint military airport. The airplane impacted a remote wooded area about 8 miles northwest of the destination airport. At the time of the accident, thunderstorm cells were in the area. A review of the weather information revealed that the pilot's view of the airport was likely obscured because the airplane was in an area of light precipitation, restricting the pilot's visibility. A review of airport information noted that the IFR approach course for the destination airport passes over the joint military airport. The Federal Aviation Administration chart supplement for the destination airport noted the airport's proximity to the other airport. However, it is likely that the pilot mistook the other airport for the destination airport due to reduced visibility because of weather. The accident circumstances were consistent with controlled flight into terrain. The ethanol detected in the pilot's blood specimens but not in his urine specimens was consistent with postmortem bacteria production. The carbon monoxide and cyanide detected in the pilot's blood specimens were consistent with inhalation after the postimpact fire.

The multi-engine airplane was in cruise flight at flight level 210 when the pilot declared an emergency due to a rough-running right engine and diverted to a non-towered airport about 10 miles from the airplane’s position. About 4 minutes later, the pilot reported that he had shut down the right engine. The pilot orbited around the diversion airport during the descent and reported to an air traffic controller that he did not believe he would require any assistance after landing. The airplane initially approached the airport while descending through about 17,000 feet mean sea level (msl) and circled above the airport before entering a left traffic pattern approach for runway 22. About 7,000 feet msl, the airplane was about 2.5 miles northeast of the airport. The airplane descended through 2,300 feet msl when it was abeam the runway threshold on the downwind leg of the traffic pattern. According to the airplane information manual, procedures for landing with an inoperative engine call for “excessive altitude;” however, the airplane's last radar return showed the airplane at an altitude of 700 feet msl (about 600 feet above ground level) and about 3 miles from the approach end of the runway. The airplane was configured for a single-engine landing and was likely on or turning to the final approach course when it rolled and impacted trees. The airplane came to rest in a wooded area about 0.8 miles north of the runway threshold, inverted, in a flat attitude with no longitudinal deformation. A majority of the airplane, including the cockpit, main cabin, and left wing, were consumed by a postcrash fire. Search operations located the airplane about 6 hours after its expected arrival time. Due to the severity of the postcrash fire, occupant survivability after the impact could not be determined. Examination of the airframe, the left engine, and both propellers did not reveal any preaccident mechanical malfunctions or failures that would have precluded normal operation. The investigation revealed that the right engine failed when the camshaft stopped rotating after the camshaft gear experienced a fatigue fracture on one of its gear teeth. The remaining gear teeth were fractured in overstress and/or were crushed due to interference contact with the crankshaft gear. Spalling observed on an intact gear tooth suggested abnormal loading of the camshaft gear; however, the origin of the abnormal loading could not be determined.

According to the pilot, during cruise flight the engine began to run rough and lose power. He heard a loud metallic sound; the engine vibrated violently and then lost power. He performed a forced landing to a farm field, and the airplane nosed over in the soft terrain, resulting in substantial damage to the wings. A postaccident inspection revealed that the crankshaft would not rotate. An internal inspection of the cylinders and spark plugs did not reveal a reason for the power loss. The oil system was examined and there were large amounts of metal particles in the oil. Due to a lack of suitable equipment and facilities, further disassembly of the engine was not attempted.

The instrument-rated pilot was executing a night instrument approach when the airplane impacted the water. The published approach minimums for the area navigation/global positioning system approach were 460-foot ceiling and one-mile visibility. Recorded air traffic control voice and radar data indicated that prior to the approach the pilot had turned to an approximately 180-degree heading and appeared to be heading in the direction of another airport. The controller reassigned the pilot a heading in order to intercept the final approach. The airplane was located in the water approximately 5,000 feet from the runway threshold. A postaccident examination of the airplane revealed that the left main landing gear was in the retracted position and the right main and nose landing gear were in the extended position. Examination of the left main landing gear actuator revealed no mechanical anomalies. The pilot had likely just commanded the landing gear to the down position and the landing gear was in transit. It is further possible that, as the gear was in transit, the airplane impacted the water in a left-wing and nose-down attitude and the left gear was forced to a gear-up position.

The pilot was executing an ASR approach to runway 32 and 9 seconds after the approach controller advised the pilot that the flight was over the missed approach point, the pilot advised the controller that the airport was in sight and he would be circling to land. The controller acknowledged this and witnesses observed the airplane flying northwesterly west of runway 32 about 150-200 feet above ground level. They then observed the airplane enter a left bank between 60-80 degrees and the airplane pitched nose down and collided with trees then a fence and the ground. There was a small post crash fire which was extinguished by the fire department. Examination of the airframe revealed no evidence of preimpact failure or malfunction of the flight controls. The engine was removed and placed on a test bench and after replacement of several components which were impact damaged, the engine started and operated normally. The passenger was seated in the furthest aft right seat and the lap belt attach point on the right side of this seat failed due to overload.

Two minutes after takeoff the pilot reported a loss of the left engine. He was immediately cleared for a landing at Eglin AFB. While maneuvering for a landing the left engine and wing separated from the aircraft. The engine was separated from the wing and showed evidence of in flight fire. The most intense heat was in the engine accessory section in the area between the bendix fuel servo and the inboard turbocharger. There was extensive fire damage to the oil and fuel lines on the right side of the accessory section, the oil dipstick showed no oil and there was no evidence to show that the oil had spilled in the impact crater. About 25 min prior to takeoff the pilot telephoned the maintenance facility who had accomplished recent major repairs on the aircraft and related he was experiencing difficulty with the left throttle. The pilot was advised to have a mechanic check it out. All three occupants were killed.

The crew was performing takeoffs and landings on rough sea off Fort Walton Beach. On takeoff, the seaplane hit waves and plunged into the water. As only one watertight door was closed, a huge amount of water flood into the plane that sank quickly about 15 miles offshore. Four crew members were rescued while three others were killed. The aircraft was never recovered.
Source: http://aviation-safety.net/wikibase/wiki.php?id=166047