Jacksonville

Shortly after takeoff from Saint Augustine Airport, while in initial climb, the airplane contacted trees and crashed in a wooded area, bursting into flames. Both occupants and their dog escaped with minor injuries. The airplane was destroyed by a post crash fire.

The airline transport pilot of the multiengine airplane had fueled the main (inboard) fuel tanks to capacity before the cross-county flight. As the flight approached the destination airport, an air traffic controller instructed the pilot to turn right for a visual approach, and the pilot acknowledged. Subsequently, the pilot reported that he might have to land on a highway. The airplane impacted a marsh area about 15 miles from the destination airport. Review of data downloaded from an onboard engine monitor revealed that the right engine momentarily lost and regained power before experiencing a total loss of power. Examination of the wreckage revealed that the left propeller was feathered and that the right propeller was in the normal operating range. Sufficient fuel to complete the flight was drained from the left wing fuel tanks. Although the right wing fuel tanks were compromised during the impact, sufficient fuel was likely present in the right main fuel tanks to complete the flight before impact because both the left and right main fuel tanks were fueled to capacity concurrently before the flight, but it likely was in a low fuel state due to fuel used during the flight. The right wing main fuel tank was not equipped with a flapper valve, which should have been located on the baffle nearest the wing root where the fuel pickup was located. The flapper valve is used to trap fuel near the fuel pickup and prevent it from flowing outboard away from the pickup. The maintenance records did not indicate that the right main fuel tank bladder had been replaced; however, the manufacture year printed on the bladder was about 20 years before the accident and 16 years after the manufacture of the airplane, indicating that the bladder had been replaced at some point. When the right main fuel tank bladder was replaced, the flapper valve would have been removed. Based on the evidence, it is likely that maintenance personnel failed to reinstall the flapper valve after installing the new fuel bladder. This missing valve would not affect operation of the fuel system unless the right main fuel tank was in a low fuel state, when fuel could flow outboard away from the fuel pickup (such as in a right turn, which the pilot was making when the engine lost power), and result in fuel starvation to the engine.Toxicology testing of the pilot revealed that his blood alcohol level during the flight was likely between 0.077 gm/dl and 0.177 gm/dl, which is above the level generally considered impairing. Therefore, it is likely that, during the right turn, the fuel in the right main fuel tank moved outboard, which resulted in fuel starvation to the right engine. When the right engine lost power, the pilot should have secured the right engine by feathering the propeller to reduce drag and increase single-engine performance; however, given the position of the propellers at the accident site, the pilot likely incorrectly feathered the operating (left) engine, which rendered the airplane incapable of maintaining altitude. It is very likely that the pilot's impairment due to his ingestion of alcohol led to his errors and contributed to the accident.

The airplane was substantially damaged during an in-flight recovery after the captain attempted an intentional aileron roll maneuver during cruise flight and lost control. The cargo flight was being operated at night under the provisions of 14 CFR Part 135 at the time of the accident. The captain reported the airplane was "functioning normally" prior to the intentional aileron roll maneuver. The captain stated that the "intentional roll maneuver got out of control" while descending through flight level 200. The captain reported that the airplane "over sped" and experienced "excessive G-loads" during the subsequent recovery. The copilot
reported that the roll maneuver initiated by the captain resulted in a "nose-down unusual attitude" and a "high speed dive." Inspection of the airplane showed substantial damage to the left wing and elevator assembly.

Flight departed and upon reaching a point approx 35 miles north of airport pilot requested return to airport from ATC. Pilot did not declare emergency or report an engine problem. Upon entering traffic pattern at uncontrolled airport pilot stated he would follow a Cessna 152 for landing. On short final aircraft was seen making s turns to maintain spacing behind 152. Pilot then declared he had an engine shutdown and needed to land. 152 was in landing flare and landed. With 152 on runway pilot attempted a go around with full flaps extended, gear down, left engine shutdown, and at a slow airspeed. Aircraft rolled to left upon application of right engine power and nosed down from which it crashed. The number two cylinder of the left engine had suffered separation of the head from the barrel. Pilot logbook did not reflect pilot having current biennial flight review. The pilot, sole on board, was killed.

During an IFR flight at FL170, the pilot reported airframe icing and requested a higher altitude. The pilot climbed to FL210 where he started a descent and reported loss of manifold pressure in the left engine. The pilot indicated that weather was in his flight path and descent was required to avoid icing. 90 seconds later the pilot transmitted '...losing it...'. Radar data indicated aircraft had an inflight breakup at approximately 17,000 feet msl. There was no evidence of mechanical or structural malfunction prior to the breakup. The aircraft did not have a complete current annual and de-ice equipment was inoperative. The pilot had no actual instrument experience and was not certified for multi engine IFR flight. The pilot had a medical history of anxiety attacks and had been taking prescription medication, Xanax and Tofranil, for approximately three years prior to the accident. The blood contained 1.2 mcg/ml of imipramine (Tofranil) and 2.6 mcg/ml desipramine (metabolite of Tofranil). Xanax (alprazolam) was not reported in blood toxicology. These drugs have been known to produce side effects that include poor judgement. The pilot, sole on board, was killed.

Flight departed in instrument meteorological conditions. After departure pilot failed to maintain assigned headings several times and had to be corrected by ATC. After 15 minutes of flight the pilot reported he was having problems with the right engine and would like to return to the airport. ATC advised the pilot that Craig Airport was available and was currently reporting VFR conditions. Pilot stated he wanted to go to Jax int'l because the 4,000 feet runway at Craig was not long enough. Jax int'l was reporting IFR conditions. The pilot continued to have trouble holding headings while being vectored for an ILS approach. While in the downwind position for the approach the pilot asked ATC, 'how far is 982 from landing?'. As the aircraft was turned onto the localizer the pilot called and stated he had lost control and was in a spin. Post crash inspection of the right engine revealed the #5 cylinder had detonated until a hole was burned in the piston. Additionally the #5 and #6 rods had burn damage and the #6 rod bolts had failed in overload. The pilot was killed and both passengers were injured.

The aircraft was on the return portion of a round trip flight, hauling canceled bank checks. When they boarded before takeoff, the pilot's wife, who was not a pilot, occupied the right front seat and his two daughter's, ages 4 and 6, were in the passenger seats. Previous legs of the flight were accomplished without incident. While en route on the 4th leg, a radar handoff was made from Jacksonville to Atlanta Center at 0225 est and the pilot reported at FL180. This was his last known transmission. At 0230, the ATC controller noted the aircraft was passing Macon VOR. Shortly thereafter, radar contact was lost and efforts to make radio contact were unsuccessful. Several persons in the vicinity heard the aircraft engines alternately at high speed, then demishing, before the accident. The wreckage was found scattered over a 2 miles area. An exam revealed the right wing had failed upward and the left wing and left horizontal stabilizer had failed downward from overload. There was evidence of course reversal and descent before breakup; light turbulence and icing at cruise alt. Reason for descent unknown. All four occupants were killed.

The crew departed Jacksonville for a local practice flight. En route, the twin engine airplane entered an uncontrolled descent and crashed into water off Fernandina Beach, northeast of Jacksonville. Both occupants were killed.

On final approach to Gainesville Airport, both engines failed simultaneously. The airplane lost height, struck trees and crashed in high vegetation. Both occupants were seriously injured.

While circling in the traffic pattern to Jacksonville Airport, both engines failed. The crew attempted an emergency landing when the airplane struck trees and crashed. It was destroyed upon impact and both pilots were killed.