Hayward

The airplane just had undergone a routine maintenance and this was planned to be the first flight after the inspection. During the initial climb, the pilot observed that the airplane was drifting to the left. The pilot attempted to counteract the drift by application of right aileron and right rudder, but the airplane continued to the left. The pilot reported that, despite having both hands on the control yoke, he could not maintain directional control and the airplane collided into a building. The airplane subsequently came to rest on railroad tracks adjacent to the airport perimeter. A post accident examination revealed that the elevator trim wheel was located in the 9-degree NOSE UP position; normal takeoff range setting is between 2 and 3 degrees NOSE UP. The rudder trim control knob was found in the full left position and the right propeller lever was found about one-half inch forward of the FEATHER position; these control inputs both resulted in the airplane yawing to the left. The pilot did not adequately follow the airplane manufacturer's checklist during the preflight, taxi, and before takeoff, which resulted in the airplane not being configured correctly for takeoff. This incorrect configuration led to the loss of directional control immediately after rotation. A post accident examination of the airframe, engines, and propellers revealed no anomalies that would have precluded normal operation.

The aircraft was being operated on a trans-Pacific ferry flight. A special flight permit authorized a gross weight increase and ferry fuel tanks had been installed along with long range communication and navigation radios. The pilot reported that when 85 miles from the departure airport, the right engine failed and he was unable to restart it. Power from the remaining engine was insufficient to maintain level flight at the overweight condition and the pilot permitted the aircraft to drift down until it was necessary to ditch in the ocean 28 miles offshore. The pilot had departed and returned to Hawaii twice previously. The first time he returned due to an oil leak on the left engine, and the second time because of a loose window. A mechanic who repaired the window reported that the left engine appeared to still be leaking oil. Both pilots told the FAA inspector that the oil leak had been repaired.

The aircraft had not flown for 2 years. Before flight, a mechanic saw evidence of fuel leaking at drain holes in the left wing root, just aft of the main cabin door. He brought this to the attention of the pilotrated passenger, who shortly thereafter, departed in the aircraft with the pilot (pic), the aircraft owner and a passenger/mechanic. About 14 minutes after takeoff, radar data showed the aircraft transitioning from a climb to a descent, while in a 180°turn. Also, witnesses saw smoke/flames trailing from the aircraft. Subsequently, the aircraft impacted trees and power lines, then it crashed in a small flat field in hilly terrain. Post-crash examination revealed melted aluminum spatters on the leading edge and underside of the left horizontal stabilizer. Also, 'focalized' fire damage was noted on the cabin behind the drain holes in the left wing root. Tetrahydrocannabinol carboxylic acid (marijuana) was detected in the pilot-rated passenger's blood (0.004 ug/ml) and urine (0.010 ug/ml).

En route at FL240, the plane entered a left spiraling descent and subsequently experienced an inflight break-up at 7,000 feet with separation of outboard wings, tail sections and internal vinyl from the nose baggage door. There was no distress call. Witnesses heard the engines and an explosive sound, then they saw the plane in a spin, trailed by falling debris. Debris was strewn over a distance of about 3.5 miles. Light weight pieces including vinyl from the baggage door, wing skin, and tail skin pieces were among the 1st debris on the wreckage path. Tail sections were found about 2.5 miles from the main wreckage with evidence of overload failure; pieces of the wings were found with evidence of downward/overload separation. No preexisting airframe failure was found that would have led to loss of control, inflight breakup, loss of pressurization or hypoxia. The plane was inactive for about 2 years before being purchased 2 months before accident. Last annual inspection was on 6/8/92. Icing was forecast from 9,000 feet to 17,000 feet msl; turbulence was forecast below 8,000 feet msl. Both occupants were killed.

Upon arriving at his destination the pilot began a visual, night descent to his destination airport. As the aircraft descended the pilot reduced the airspeed and deployed flaps. As the aircraft neared the airport the pilot increased the flap angle and adjusted the propellers to the landing rpm and the airspeed decreased. The pilot stated that at this time he heard a noise that sounded like a flutter which he thought was emanating from the right engine. Full throttle was applied, but the airspeed continued to decrease and the pilot elected to land on a freeway. The aircraft collided with a motor vehicle on touchdown and slid to a stop. Post crash exam revealed the rpm control levers and bellranks to be in the high rpm settings. The left prop was found in the feathered position.

While on an instrument flight plan in IMC, the flight was cleared for an instrument approach to the South Lake Tahoe Airport, the intended destination. The aircraft departed the initial approach fix on the published transition to the final approach course. Radar contact was lost at 11,400 feet. Afterward, the aircraft was observed descending out of clouds and maneuvering erratically in VMC until it impacted terrain with no apparent attempt to recover. Medical records revealed pilot had a history of hypertension, hyperlipidemia, and recent loss of 41 pounds on a rigid weight loss program. The autopsy revealed severe arteriosclerosis. Medical records indicated the pilot had been taking diazide intermittently for several years. Post-accident tox results were negative. The circumstances of the accident, in combination with the pilot's severe diet, medical history, and postmortem examination results support the conclusion that the pilot became incapacitated in flight. All four occupants were killed.

After being converted by Oakland Airmotive Centaurus for civil use, the aircraft was engaged in a delivery flight, carrying two passengers and one pilot. Shortly after takeoff from Hayward Airport, while in initial climb, the twin engine aircraft stalled and crashed in flames. The pilot and a passenger were killed while the second passenger was injured. The aircraft was destroyed.

On final approach to Oakland Airport, at night and in heavy rain falls, the pilot failed to realize he was flying too low. The landing gear hit the roof of a house and the aircraft crashed in the district of Hayward, less than 5 km from the runway threshold. Few houses were destroyed and among the debris, rescue teams did not find any survivors. All three occupants were killed as well as 11 people on the ground including children. It seems that the pilot was unable to establish a visual contact with the ground due to sudden change in weather conditions.