Lynchburg

The pilot was conducting a post-maintenance test flight. An overhauled engine had been installed on the right side of the airplane, and both propeller assemblies had been subsequently re-rigged. Ground checks were satisfactory, although the right engine propeller idled 90-100 rpm higher than the left engine propeller. Test flight engine start and run-up were conducted per the checklist, with no anomalies noted. Takeoff ground roll and initial climb were normal; however, when the airplane reached about 100 feet, it stopped climbing and lost airspeed. The pilot could not identify the malfunction, and performed a forced landing to rough, hilly terrain. Upon landing, the landing gear collapsed and the engine nacelles were compromised. The airplane subsequently burned. Post-accident examination of the airplane revealed that the propeller beta valves of both engines were improperly rigged, and that activation of the landing gear squat switch at takeoff resulted in both propellers going into feather. The maintenance personnel did not have rigging experience in airplane make and model. As a result of the investigation, the manufacturer clarified maintenance manual and pilot handbook procedures.

The pilot took off from an uncontrolled airport. He attempted to obtain an IFR clearance and reported that he was VFR at 3,500 feet. While air traffic control personnel were locating the flight plan and coordinating the IFR clearance, they lost radio contact with the pilot. The pilot continued to fly towards his destination, transiting rising mountainous terrain which was partially obscured by clouds. Wreckage was located about 28 nautical miles from the departure airport, at the 4,050-foot level. There was no evidence of mechanical failure or malfunction. According to FAR Part 91.3, the pilot had the ultimate authority for the operation of the airplane, and in the case of an in-flight emergency, had the authority to deviate from flight rules "to the extent required to meet that emergency." According to the AIM, an emergency could be either "a distress or an urgency condition." An urgency condition would exist "the moment the pilot becomes doubtful about position... weather, or any other condition that could adversely affect flight safety." Under FAR Part 91.3, the pilot would have been authorized to climb the airplane under IFR conditions, even if he were to enter controlled airspace.

While on approach to Baltimore-Martin State Airport, the crew encountered poor weather conditions. The visibility was reduced to 1/4 of a mile due to low ceiling and fog. On final, the twin engine airplane struck power cables. The captain increased engine power and initiated a go-around before diverting to Baltimore-Washington-Thurgood Marshall International Airport. On approach, while trailing about 1,500 feet of wire, the airplane went out of control and crashed in flames few hundred yards from the runway threshold. A passenger was seriously injured while three other occupants were killed.

While on a mail flight from Lynchburg to Washington DC, the pilot encountered unknown technical problems and elected to make an emergency landing. The aircraft impacted a tree and crashed. The pilot was injured and the airplane was damaged beyond repair.